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GiPT  OF  Seymour  B.  Durst  Old  York  Library 


Digitized  by  the  Internet  Archive 
in  2013 


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CENTRAL  PIER, 

WASHINGTON  BRIDGE. 


Washington  Bridge 

OVER  THE  HARLEM  RIVER,  AT  181ST  STREET,  NEW  YORK  CITY, 

A  DESCRIPTION  OF  ITS  CONSTRUCTION 

liY 

WILLIAM  R.  HUTTON, 

CHIEF  ENGINEER, 

Member  of  the  American  Society  of  Civil  Engineers,  and  Societe  des  Ingenieurs  Civils  of  France. 


ILLUSTRATED 

WITH  TWENTY-SIX  ALBERTYPES,  AND  THIRTY-SEVEN  DOUBLE  AND  SINGLE  PAGE 
LITHOGRAPHS. 


LEO  YON  ROSENBERG, 


35,  Broadway,  New  York. 


AA 


COPYRIGHT,   l88g,  BY 

Leo  Von  Rosenberg,  New  York. 


THE 

WASHINGTON  BRIDGE. 

(KNOWN  DURING  CONSTRUCTION  AS  HARLEM  RIVER  BRIDGE,  AND  MANHATTAN  BRIDGE.) 
Commenced,  July,   1886.  Completed,   February,  1889. 


COMMISSIONERS  : 

JACOB  LORILLARD,  VERNON  H. 

DAVID  JAMES  KING. 


SECRETARY ; 

MALCOLM  W.  NIVEN. 


CHIEF  ENGINEER: 

WM.  R.  HUT.TON. 

CONSULTING  ENGINEERS: 

WM.  J.  McALPINE, 
THEODORE  COOPER. 


RESIDENT  ENGINEERS: 

ALFRED  NOBLE, 
JOHN  BOGART, 

From  August  i,  .887,  to  March  31,  i88q 
CONSULTING  ARCHITECT: 

EDWARD  H.  KENDALL. 


CONTRACTORS : 

THE  PASSAIC  ROLLING  MILL  CO.  AND  MYLES  TIERNEY. 


SUB-CONTRACTORS: 

Anderson  &  Barr,  for  Caisson  Foundation. 

Jackson  Architectural  Iron  Works,  for  Iron  Cornice  and  Balustrade. 
Barber  Asphalt  Paving  Co.,  for  Roadway. 
John  Peirce,  for  Granite. 


PREFACE. 


The  publication  of  this  ivork  has  been  delayed  many  months,  ozuing 
to  circumstances  beyond  coiitrol.  It  was  at  first  intended  to  present  this 
matter  as  a  paper  for  the  Transactions  of  the  American  Society  of  Civil 
Engineers,  bid  the  magnitude  of  the  work,  the  numerous  inquiries  that 
have  bee7i  received,  and  the  interest  manifested,  have  led  up  to  its  piiblica- 
tion  in  the  present  form. 

The  plates  have  been  prepared  from  the  zvorking  draiuings,  and 
from  others  7nade  expressly  for  this  i^'ork,  together  i^'ith  numerous  photo- 
graphic views,  taken  during  progress  and  since  completion.  They  give 
full  particulars  and  details,  and  render  longer  descriptions  unnecessary. 

By  the  original  act  of  the  Legislature,  dated  June  ii,  1885,  the 
Bridge  was  to  be  completed  by  the  Special  Commissi  in  in  three  years 
from  that  date.  The  construction,  commenced  in  July,  1886,  was 
practically  finished  iii  the  fall  of  18SS,  although  the  final  payments 
zuere  not  made  until  March,  1S89.  Biit  the  supplemental  act  of  March 
5,  1888,  directed  that  land  on  both  sides  of  the  Bridge  should  be  acquired 
by  the  Commission,  and  laid  out  as  a  public  park.  Owing  to  difficulties 
in  obtaining  the  land,  this  improvement  is  not  yet  entirely  completed.  The 
Commissioners,  therefore,  having  been  appointed  in  fuly,  1885,  ^^'^  w^??^ 
i?i  the  sixth  year  of  their  unremutierated  service.  Their  work  speaks  for 
itself.  To  their  Secretary  and  representative,  Mr.  Niven,  belongs  a  large 
share  iti  whatever  credit  attaches  to  the  work. 

Since  the  completion  of  the  Bridge  two  of  those  most  conspicuous  in 
its  construction  have  ceased  from  their  labors — Mr.  William  Jarvis 
Mc Alpine,  at  first  Chief  Engineer,  and  later  Consulting  Engineer  to  the 
Commission,  and  Mr.  Frank  A.  Leers,  Engineer  to  the  Contractors,  by 
zohom  the  metal  structure  zvas  practically  built.  Mr.  Mc  Alpine,  one  of 
the  fathers  of  the  profession  in  this  cojintry  and  zucll  knozon  on  both 
sides  of  the  Atlantic,  died  on  the  \6th  op  February,  1890.  Mr.  Leers,  at 
a  much  earlier  age,  in  a  more  modest  sphci-c,  thorough  in  his  work,  quiet 
and  amiable  in  his  i.'oys,  died  on  the  \c)th  of  May,  1890. 

My  thanks  are  due  to  the  publisher  for  the  care  and  labor  he  has 
given  to  insure  the  sufficiency  of  the  draivings,  their  accuracy,  and  their 
accurate  reproduction. 

W.  R.  H. 

New  York,  Dec.  6,  1890. 


CONTENTS. 


PAGE 

HISTORICAL   9 

General  Description  of  Early  Designs,   10-12 

Appointment  of  Harlem  River  Bridge  Commissioners,  Secretary,  and  Chief  Engineer,  .  12 
Appointment  of  Board  of  Experts  for  Examination  of  Competitive  Designs,  Prize  De- 
signs, etc   12 

Final  Plans  adopted  for  Proposals   13 

Award  of  Contract,   13 

GENERAL  DESCRIPTION. 

Location,  '   14 

Dimensions,   14 

Grades,   14 

General  Description  of  Erection,  Plant,  and  Distribution  of  Materials   15 

MASONRY. 
Materials. 

Stone,   17 

Cement,   17 

Concrete  and  Concrete-Mixer,    18 

Substructure. 

Foundations  of  Pier  I   19 

Caisson  Foundation  of  Pier  II.,  and  Detailed  Description  of  Caisson,    ....  19 

Material  Excavated  ;  Method  of  Rock  Excav  ation,  Rock  Drill,  Explosives,  etc.,           .  21 

Electric  Light,  Compressors,  and  Timber  Used,   22 

Foundation  of  Pier  III   22 

Foundations  of  Small  Piers,   23 

Superstructure. 

Description  of  Construction  of  Piers  above  Skew-backs,   24 

Description  of  60  ft.  Arches,  and  of  the  Abutments,      .......  24-25 

Stairway,  Cornice,  Parapets,  Centering,   25-26 

Roadway,   26-27 

Drain-Pipes,  Gas-Pipes   27 

Sidewalks   27 

METAL  WORK. 

The  Steel  Arches :  Dimensions,  Flange  Plates,  Web-Plate,  Segments,  Pins,  Bearings, 

Pedestals,  and  Bracing  of  Ribs   28 

Posts,  Struts,  Floor-Beams,  and  Flooring  ;  Expansion  Joint   29 

False  Works   3° 

Materials,   3° 

Erection,   3' 

Painting   3^ 

Roadway   32-33 

Gas-Pipes,  etc.,   33 

Iron  Cornice   33-34 

Balustrade,  Ornaments,  etc   34 

Gas  and  Electric  Lamp-Posts  and  Lamps   34 

COMPLETION  OF  BRIDGE,  PAYMENTS  TO  CONTRACTORS,  COST  OF  ENGIN- 
EERING, ETC     35 


a  CONTENTS— {Continued). 

PAGE 

PERSONNEL   36 

List  of  Commissioners,  Secretary-,  Engineers.  Inspectors,  etc   37-38 

List  of  Contractors  and  Assistants,  Foremen,  etc. ;  List  of  Sub-Contractors,        .       .  38 

COMPARISON  OF  LARGE  ARCH  SPANS,   39-40 

TABLES  OF  STRESSES  IN  THE  METAL  OF  THE  ARCHES. 

Formulae  for  Compulation   41 

Table    I.  Stresses  in  Arch  Rib  caused  by  Dead  Load   42 

11.       "      caused  by  Total  Moving  Load,   42 

III.  "      due  to  Moving  Load  on  One-half  the  Span,   43 

IV.  "      due  to  Variation  of  Temperature,   43 

V.       "      due  to  Dead  Load,  Total  Moving  Load,  and  Maximum  Variation  of 

Temperature   44 

"     VI.       "      due  to  Dead  Load,  Moving  Load  on  Half  Span,  and  Maximum 

Variation  of  Temperature,         .   44 

Computed  Variation  of  Rise,  Deformation  of  Arch,  etc.,   45 

Henri  de  Dion's  Method  of  Computing  Resistance  and  Deformation,  ....  45 
CONDENSED  STATEMENT  OF  QUANTITIES  AND  COST  OF  THE  PRINCIPAL 

CLASSES  OF  WORK  IN  THE  COMPLETED  BRIDGE,   47 

TABLE  OF  WAGES  PAID   48 

LAWS  OF  1885  AND  1888,   51-52 

CONTRACT  FOR  THE  CONSTRUCTION  OF  THE  BRIDGE   54 

SPECIFICATIONS  FOR  THE  MASONRY,   62 

"     METAL  WORK,   69 

CONTRACT  PRICES   76 

ADDITIONAL  PRICES  UNDER  SECOND  SECTION  OF  CONTRACT,    ...  77 

SPECIFICATIONS  FOR  PAVING   78 

TABLE  SHOWING  DIAMOND  DRILL  BORINGS— PIERS  II.  AND  III   82 

RECORD  OF  SINKING  CAISSON  FOR  PIER  II.,   84 

TESTS  OF  MATERIALS. 

Tests  of  Cement,   88 

"  Stone   90 

"  Concrete,   90 

"  Open-Hearth  Steel  Plates  (Spang  Steel  and  Iron  Co.),   91 

•■  Steel  (Union  Iron  Mills),   92 

■'  Steel  (Spang  Steel  and  Iron  Co.),   93-94 

'•  %-mQ\\  Round  Steel  (Carnegie,  Phipps  &  Co.i,   95 

"  ^-inch  Rivet  -Steel  (Penna.  Steel  Co.)   96 


ILLUSTRATIONS. 


PLATES. 

I.— Frontispiece.    Central  Pier.— Looking  South. 
II.— View  of  Intrados  (from  Pier  II.  to  Pier  I.). 

III.  — Map  of  Upper  Part  of  New  York  City.    Showing  location  of  Washington  Bridge 

and  other  Bridges  over  the  Harlem  River. 

IV.  — Early  Designs  for  Harlem  River  Bridge  (io  Engravings).    No.  i  to  4,  De- 

signs BY  W.  J.  McAlpine;  No.  5,  Design  by  Alfred  P.  Boller;  No. 
6,  BY  Wilson  Bros.  ;.  No.  7,  by  Buck  &  McNulty  ;  No.  8,  by  Union  Bridge 
Co. ;  No.  9,  BY  E.  S.  Shaw  ;  No.  10,  by  Julius  W.  Adams. 
v.— Elevations  of  Prize  Designs,  by  C.  C.  Schneider  and  by  W.  Hildenbrand, 

Elevation  of  Contract  Drawing,  and  of  Bridge  as  Built. 
VI.— The  Washington  Bridge.    General  View  from  the  South. 
VII.— View  from  the  South-West  (Part  of  Metal  Arch). 
VIII.— Bearing  of  Steel  Arches  upon  Pier  III. 

IX.  — View  of  Roadway.    Looking  West. 

X.  — Gas  and  Electric  Lamps,  and  Parapets  Over  Piers. 

XI.  — Balustrade  and  Details. 
XII.— View  from  the  North-Ea.st. 

XIII.  — Contract  Drawings.    Sections  of  Abutments  as  Proposed  ;  Elevation  of 

Pier,  Pedestal  and  Bearing  submitted  by-  Passaic  Rolling  Mill  Co. 

XIV.  — Strain  Sheets  submitted  by  Contractors,  with  Proposals. 

VIEWS  SHOWING  PROGRESS  OF  WORK. 

XV.  — Two  Views— Caisson,  Pier  II.   Nov.  20,  1886. 
XVI.— Two  Views— West  and  East  Side.   April  22,  1887. 

XVII.— Pier  I.  April  22,  1887. 
XVIII.— Pier  II.    Sept.  8,  1887. 

XIX.  — Pedestals,  Pier  III.   Sept.  8,  1887.    Bearing  of  Steel  Arches,  Pier  III.; 

Riveting  Machine  at  Work. 

XX.  — West  Side.    Nov.  4,  1887. 

XXI.  — West  Side.  Looking  North-East— Nov.  4,  1887— showing  Centering. 
XXII.— Two  Views— Pier  II.,  Land  Span,  and  East  Side.    Nov.  4,  1887. 

XXIII.  — Three  Views— West  Side,  Land  Span,  and  East  Side.    Dec.  24,  1887. 

XXIV.  — West  Side.    March  23,  1888. 

XXV.  — River  Span.    March  23,  1888  (False  Works  of  River  Span). 

XXVI. — Two  Views — River  and  Land  Spans,  and  East  Side.    March  23,  1888. 
XXVII.— Two  Views— Floor-Beams  and  Buckle  Plates.   May  7  and  May  18,  1888. 
XXVIII. — Two  General  Views  of  Bridge.    April  6  and  August  24,  1888. 
XXIX.— Land  and  River  Spans.    August  24,  1888. 
XXX.— Stairway.    August  24,  1888. 

XXXI.— Three  Views— West  Side,  Land  Span,  and  East  Side.    Nov.  i,  1888. 


XXXIL— General  Elevation  and  Plan  of  Washington  Bridge.    Scale  60  feet  to  inch. 


s 


ILL  US  TRA  TIONS—(  Coitli,iucd). 


I'l.ATES.  SERIES  OF  PLATES  SHOWING  MASONRY  WORK. 

XXXI I I.  —Detail  Plans  of  Caisson  Foundation  of  Pier  II. 

XXXIV.  —Mkthod  of  Rock  Excavation  in  Caisson. 

X.\W. ^Elevation  of  Pier  I.,  West  Abutment  and  Approach  and  Part  Plan. 
XXXVI.— Elevations  of  I'ikr  II.  and  Plans. 
.XXXVII.— Sections  of  Pier  II.  and  Plans. 

XXX\'l II. —Elevation  of  Pier  III.    East  Abutment  and  Approach  and  Part  Plan. 
XXXIX. —Sections  of  Pier  III.    East  Abutment  and  Approach,  and  Plan. 

XL.— Details  of  Masonry.    Main  Cornice  and  Parapet  on  Abutments  and 

Piers.   Skew-back  and  Lower  Cornice. 
XLL— Details  of  Masonry.    Interiors  of  Parapet  over  Piers  and  Sections  of 

Parapet  over  Piers,  Abutment,  and  Approach,  Etc. 
XLIL— Joining  of  Masonry  and  Metal  Work  at  Floor  Level. 
XLIII. — Centres  for  Large  Masonry  Arches. 


SERIES  OF  PLATES  SHOWING  METAL  WORK. 
XLIV.— Longitudinal  Section  on  Centre  Line  of  one  Arch.    (Elevation  of  Inner 
Rib.) 

XLV.— Section  through  Panel  4  of  Steel  Arch,  showing  also  Roadway. 
XLVI.— Pedestal  and  First  Segment  of  Steel  Arch.    Skevz-back,  Flange  of  First 

Segment,  Expansion  Bolt,  Etc. 
XLVII.— Intermediate  Segment  (No.  5). 
XLVIIL— Joint  of  Segments  of  Steel  Arches.   Section  of  Flange. 
XLIX.— Lateral  Bracing  between  Ribs. 

L.— Sections  of  Metal  Structure  to  show  General  Arrangement. 
LL— Posts  and  Struts. 
LIL— Transverse  Floor-beams. 
LHI.— Buckle  Plates  and  Flooring. 

LIV. — Anchorage  of  Metal  Floor  to  Masonry  and  Expansion  Joint. 
LV.— Details  of  Connection  of   Metal  Work  and  Masonry  ;  Expansion 

Through  ;  Sliding  and  Pier  Beams  ;  Plate  over  Sidewalk. 
LVI.— False  Works  for  each  Metal  Span. 
LVII.— Section  of  Iron  Cornice  and  Balustrade. 
LVIII.— Elevation  of  Iron  Cornice  and  Balustrade. 


LIX.— Erection  Plant  and  Location  Plans,  General  Elevation  and  Plan. 
LX.— Details  of  Erection  Plant.   Derricks,  Floor-Traveler,  Etc. 
LXI.— Details  of  Erection  Plant.    Derricks,  Concrete-Mixer,  Etc. 

LXII. — De  Dion's  Mi  thod  for  Deflections. 

LXIIL — Elevations  of  Existing  Metal  Arch  Bridges  of  over  500  Feet  Span  : 

I.  Bridge  of  Luiz  I.,  over  the  Douro  River,  Portugal.  2.  Garabit  Viaduct,  over  the 
Truyere  River,  France.  3.  Pia  Maria  Bridge,  over  the  Douro  River,  Portu- 
gal. 4.  St.  Louis  Bridge,  over  the  Mississippi  River,  U.  S.  5.  Washington 
Bridge,  over  the  Harlem  River,  New  York,  U.  S. 


PLATE  II. 


VIEW  OF  INTRADOS,  from  pier  II  to  pier  I. 


THE  WASHINGTON  BRIDGE. 


Manhattan  Island,  lying  between  the  East  River  and  the  Hudson 
or  North  River,  is  separated  from  Westchester  County  on  the  north  by 
the  Harlem  River  and  Spuyten-Duyvil  Creek.  The  city  of  New  York, 
originally  built  upon  the  southern  extremity  of  the  island,  in  its  successive 
growths  has  absorbed  the  towns  of  Harlem,  Yorkville,  Manhattanville, 
Carmansville,  and  others  upon  the  island,  and  by  its  latest  extension  it 
annexes  a  portion  of  Westchester  County,  outside  of  its  island  limits. 

In  the  year  1868  examinations  were  commenced  by  the  Board  of 
Commissioners  of  Central  Park  for  the  purpose  of  determining  where 
streets  should  be  located  in  the  upper  portion  of  the  city,  and  devising 
modes  of  communication  between  the  counties  of  New  York  and  West- 
chester, over  the  Harlem  River. 

In  a  report  made  to  the  Department  by  Mr.  Andrew  H.  Green,  for 
many  years  the  executive  officer  of  that  Board,  he  suggests  that  "  from  High 
Bridge  to  Sherman's  Creek  suspension  bridges  might  be  built  at  as  great 
an  altitude  as  the  High  Bridge  of  the  Croton  Aqueduct,  and  from  Sher- 
man's Creek  to  the  North  River,  tunnels  could  be  constructed  under  the 
river  and  creek,  or  bridges  over  them  wherever  a  crossing  from  shore  to 
shore  might  be  required." 

In  conformity  with  his  suggestions  an  Act  of  the  Legislature,  passed 
in  1869,  authorized  the  survey  of  a  part  of  Westchester  County,  and  the 
location  of  bridges  and  tunnels  across  Harlem  River. 

Upon  this  Mr.  Green  remarks  that  "an  evidently  expressed  intention 
of  the  Act  being  to  provide  a  bridge  at  or  near  the  site  of  High  Bridge, 
which  would  connect  the  high  ground  in  New  York  and  Westchester 
Counties,  and  the  report  of  General  Greene  being  unfavorable  to  the  use 
of  the  High  Bridge  of  the  Croton  Aqueduct  for  such  purpose,  special  atten- 


10 


THE  WASHINGTON  BRIDGE. 


tion  has  been  given  to  the  subject,  and  surveys  have  been  made  which 
demonstrate  that  at  a  distance  of  some  two  thousand  feet  north  of  the 
High  Bridge  a  very  favorable  location  may  be  found  for  connecting  travel 
between  New  York  City  and  Westchester  County,  by  a  suspension  bridge 
about  two  thousand  feet  long,  having  its  roadway  one  hundred  and  fifty- 
three  feet  above  high-water  level,  and  extending  from  the  Tenth  Avenue 
to  the  high  ground  on  the  opposite  shore,  west  of  the  Croton  Aqueduct. 
If  so  built,  it  would  be  twenty-three  feet  higher  than  the  present  High 
Bridge  of  the  Croton  Aqueduct,  and  would  form  a  very  suitable  and  con- 
venient connection  between  the  elevated  lands  on  both  sides  of  the  river. 
The  site  affords  very  favorable  ground  for  foundations  for  piers  and 
towers  and  anchorage  for  cables.  The  material  difference  in  cost  between 
it  and  a  bridge  over  and  resting  on  the  Croton  Aqueduct  High  Bridge 
would  be  the  cost  of  towers  and  anchorages  ;  its  situation  would  be  such 
that  no  interference  with  any  roads  crossing  it  could  take  place,  and  it 
might  conveniently  be  so  placed  as  to  be  directly  opposite  one  of  the  main 
cross  streets  in  the  upper  part  of  the  city  of  New  York,  and  thus  afford 
direct  connection  with  all  lines  of  travel  through  the  upper  part  of  the 
city." 

Ample  authority  to  locate  and  build  bridges  across  the  Harlem  River 
was  conferred  upon  the  Park  Department  by  the  Act  of  May  19,  1870. 

On  February  23,  1876,  commissioners  were  appointed  by  the  Supreme 
Court  to  take  the  land  for  approaches  to  the  bridge.  Their  report  was 
confirmed,  and  a  strip  of  land  one  hundred  feet  wide,  extending  from  Tenth 
Avenue  to  Aqueduct  Avenue,  was  acquired  by  the  city  upon  which  to  build 
the  bridge.  Seventeen  hundred  and  thirty-one  pieces  of  land  were  as- 
sessed for  benefits  and  advantages  by  reason  of  the  improvement. 

In  1878  a  memorial  was  presented  to  the  Department  of  Public  Parks, 
setting  forth  the  delays  that  had  taken  place,  and  urging  the  construction 
of  the  bridge;  and  in  February,  1881,  Mr.  Wm.  J,  McAlpine,  Chief  En- 
gineer of  the  Department  of  Public  Parks,  reported  to  the  Park  Commis- 
sion four  alternative  plans  for  a  bridge  at  this  site. 

I.  A  suspension  bridge  of  eight  hundred  feet  clear  span  between  tow- 
ers, with  half  spans  at  each  end.    Estimated  cost,  $1,500,000. 


THE  WASHINGTON  BRIDGE. 


11 


2.  A  suspension  bridge  of  the  same  span,  the  approaches  to  be  carried 
on  arches  of  masonry.    Cost,  $2,100,000. 

3.  An  iron  cantilever  ov^er  the  river,  with  approaches  on  braced  iron 
girders,  and  piers  or  towers  of  the  same  construction.    Cost,  $800,000. 

4.  A  structure  of  masonry  of  six  arches,  the  spans  varying  from 
160  to  210  feet.    Cost,  $4,000,000. 

The  designs  are  shown  on  Plate  IV.  In  each  of  these  plans  the 
roadway  was  to  be  thirty-five  feet  wide,  with  two  sidewalks  of  seven  feet 
six  inches  each,  making  the  entire  width  of  the  bridge  fifty  feet. 

The  last-mentioned  design  was  recommended  as  more  monumental 
and  durable,  but  no  action  appears  to  have  been  taken  in  the  matter. 

In  1883  the  Park  Commissioners  employed  Mr.  A.  P.  Boiler,  Messrs. 
Buck  &  McNulty,  and  Wilson  Brothers  to  study  and  report  plans  for  this 
bridge. 

Mr.  Boiler  proposed  a  cantilever,  one  hundred  feet  wide,  with  ap- 
proaches on  iron  piers  and  girders,  estimated  to  cost  $1,000,000. 
Messrs.  Wilsons'  plans  were  : 

1.  A  cantilever  on  masonry  piers.    Cost,  $1,193,247. 

2.  A  cantilever  on  iron  piers,  with  masonry  foundations.  Cost, 
$1,062,954. 

Messrs.  Buck  &  McNulty  submitted  a  plan  for  a  metal  arch  of 
543  feet  span  over  the  water-way  with  masonry  approaches  ;  width  between 
parapets,  ninety  feet, — a  very  handsome  structure.  Cost,  $3,064,624.  It 
is  said  that  this  design  was  preferred  by  the  Commission,  but  that  the  cir- 
cumstances did  not  justify  so  large  an  expenditure. 

Various  other  resolutions  were  passed  and  other  proceedings  taken 
from  time  to  time  by  the  Department  of  Public  Parks,  but  practically 
nothing  was  accomplished  for  a  period  of  nearly  fifteen  years,  during  which 
time  the  Department  of  Public  Parks  held  full  power  to  build  this  bridge. 
Finally,  a  movement  was  made  by  Mr.  Green  to  confer  the  power  to  build 
the  bridge  on  another  authority,  which  was  done  by  Chap.  487  of  the 
Laws  of  1885. 

Thus,  the  scheme  originally  conceived  by  Mr.  Green  was  pursued  by 


12 


THE   WASHINGTON  BRIDGE. 


him  through  its  various  delays  and  hindrances  until,  in  1885,  the  design 
and  construction  of  the  bridge  was  placed  in  the  hands  of  the  present  Com- 
missioners, who  have  erected  the  structure  here  described. 

By  the  Act  of  the  i  ith  of  June,  1885,  the  Mayor,  the  Comptroller,  and 
the  President  of  the  Board  of  Aldermen  of  the  city  of  New  York  were 
authorized  to  appoint  three  commissioners,  who  were  to  serve  without 
compensation,  to  construct  the  bridge  for  which  provision  was  made  in 
the  Act.  Under  this  authority,  on  the  21st  of  July  of  that  year,  Mr.  Ver- 
non H.  Brown,  Mr.  Jacob  Lorillard,  and  Mr.  David  James  King  were 
appointed  Commissioners.  The  Commission  met  and  organized  on  the 
27th  of  July,  electing  Mr.  Lorillard  chairman. 

On  the  29th  of  September  Mr.  Malcolm  W.  Niven  was  appointed  Sec- 
retary and  Mr.  William  J.  McAlpine  Chief  Engineer  to  the  Commission, 
and  on  the  i6th  of  October  an  advertisement  was  ordered  for  competitive 
plans,  specifications,  and  preliminary  estimates.  On  the  3d  of  December 
seventeen  designs  which  had  been  received  were  examined,  of  which  one  was 
withdrawn,  four  were  laid  over  for  further  consideration,  and  the  rest  were 
returned. 

Later  in  December,  Messrs.  Clarke  &  Macdonald,  of  the  Union 
Bridge  Company,  presented  designs,  estimates,  and  a  tender  for  the  con- 
struction of  a  bridge  of  three  arches,  each  of  two  hundred  and  eighty  feet 
span,  to  be  executed  in  beton  Coignet,  with  a  facing  of  granite.  The  Com- 
mission was  pleased  with  the  design  and  disposed  to  accept  the  proposal, 
which  was  considered  favorable  ;  hut  upon  further  consideration,  it  was 
concluded  that  the  material  was  unauthorized  by  law — being  neither  stone, 
steel,  nor  iron.    (Their  design  is  shown  on  Plate  IV.) 

A  board  of  experts  to  aid  the  Bridge  Commission  was  then  appointed, 
composed  of  Mr.  P.  P.  Dickinson  and  Mr.  Theodore  Cooper,  civil  engi- 
neers, and  Mr.  Edward  H.  Kendall,  architect,  together  with  Mr.  McAlpine, 
Chief  Engineer.  By  their  advice  the  first  premium  was  awarded  to  Mr. 
C.  C.  Schneider  and  the  second  to  Mr.  W.  Hildenbrand.  No  third  pre- 
mium was  awarded. 

Mr.  McAlpine,  Chief  Engineer,  had  requested  Col.  Julius  W.  Adams 
to  prepare  a  plan  for  a  bridge  of  masonry.    This  design  (shown  on  Plate 


THE  WASHINGTON  BRIDGE. 


13 


IV.  )  was  considered  to  have  the  greatest  merit,  but  no  premium  was 
awarded  to  it,  as  the  condition  of  the  competition  required  that  the  main 
spans  should  be  of  metal. 

The  Union  Bridge  Company  presented  a  modification  of  their  b^ton 
Coignet  plan,  substituting  for  the  b^ton  arches,  steel  ribs  with  solid  webs. 
This  was  not  approved  by  the  Commission,  and  they  again  submitted  gen- 
eral plans,  differing  from  those  of  Messrs.  Schneider  and  Hildenbrand 
chiefly  in  the  substitution  of  a  plate  web  for  the  bracing  between  the 
flanges  of  the  arch  in  those  designs.  After  some  modification  by  the  en- 
gineers of  the  Commission,  Mr.  McAlpine  and  Mr.  Cooper  (the  latter  now 
appointed  Consulting  Engineer),  these  plans  were  finally  adopted  (Plates 

V.  and  XIII.).  Upon  them  tenders  were  invited  by  advertisement,  and 
on  the  2 2d  of  April,  the  Commissioners  opened  ten  proposals  for  earth- 
work and  masonry,  varying  in  amount  from  $1,093,400  to  $1,697,700,  and 
five  proposals  for  metal  work,  ranging  from  $687,500  to  $1,180,000. 

It  was  desirable  that  the  entire  work  should  be  let  in  one  contract, 
and,  after  much  effort  to  secure  satisfactory  arrangements  between  con- 
tractors of  reputation  for  masonry,  and  others  whose  specialty  was  iron 
and  steel,  all  these  proposals  were  rejected.  New  bids  were  received,  and 
finally,  on  the  14th  of  July,  1886,  a  contract  was  executed  with  the  Passaic 
RoUino-  Mill  Company  and  Myles  Tierney  to  construct  and  complete  the 
brido-e  according  to  the  preliminary  plans,  and  the  specifications,  for  the 
sum  of  two  million  and  fifty-five  thousand .($2,055,000)  dollars,  of  which 
$845,000  was  for  the  metal  work. 

The  designs  for  the  metal  spans  had  been  carefully  made  from  very 
complete  specifications,  and,  except  in  the  decorative  parts — the  cornice 
and  balustrade — but  few  and  slight  changes  were  made  in  the  details  after 
the  contract  was  executed.  These  were  chiefly  in  the  pedestals,  in  the 
sections  of  the  flanges,  and  in  the  anchorage  of  the  floor  to  the 
masonry. 

The  plans  adopted  for  the  masonry  and  approaches  were  not  entirely 
satisfactory,  but  over  thirteen  months  had  elapsed  of  the  three  years  al- 
lowed by  law  for  the  completion  of  the  bridge,  and  the  Commission  was 
not  willing  longer  to  delay  the  beginning  of  actual  construction,  Work 


14 


THE  WASHINGTON  BRIDGE. 


\^\^o\\  the  foundations  and  substructure  was  therefore  commenced  at  once, 
leaving  desired  modifications  of  the  plans  to  be  made  during  the  progress 
of  the  work. 


GENERAL  DESCRIPTION. 

The  object  of  the  structure  is  to  carry  one  of  the  streets  of  New 
York  (i8ist  Street)  over  the  deep  valley  of  the  Harlem,  connecting 
Tenth  Avenue  on  the  west  or  New  York  side,  with  Aqueduct  Avenue 
on  the  eastern  side,  the  distance  being  2,375  f^^^-  Its  clear  height,  133.5 
feet  above  the  water,  is  ample  for  the  needs  of  navigation. 

It  is  composed  of  two  steel  arches,  each  of  510  feet  span,  three  piers, 
two  abutments,  and  approaches  formed  chiefly  of  embankments  supported 
by  retaining  walls.  These  carry  a  roadway  that  is  nowhere  less  than  80  feet 
in  width  between  the  parapets,  of  which  50  feet  is  a  carriage-way,  with 
two  sidewalks  each  15  feet  in  width.  The  latter  are  protected  by  heavy 
balustrades  of  iron  and  bronze,  and  an  iron  cornice  and  frieze  covers  the 
ends  of  the  main  floor-beams. 

Tenth  Avenue  being  27  feet  higher  than  Aqueduct  Avenue,  the 
grade  descends  eastwardly  both  on  the  east  and  the  west  approaches,  at 
the  rate  of  three  and  a  half  per  cent.  The  abutments  are  level,  1 5 1  feet 
above  mean  high  water.  Over  the  steel  arches  the  profile  is  a  curve  1.34 
feet  higher  at  the  centre  pier  than  at  the  ends. 

The  main  piers  are  40  feet  thick  at  the  springing  line  of  the  steel 
arches  and  98  feet  long.  To  the  top  of  the  skew-backs  they  are  solid, 
made  of  concrete,  with  a  facing  of  dressed  granite. 

The  weight  and  thrust  of  the  six  steel  ribs  forming  each  arch  are 
borne  by  the  skew-backs — large  blocks  of  granite  set  normal  to  the  thrust 
of  the  arch-ribs,  and  backed  by  granite  blocks  and  concrete.  Above  the 
skew-backs  the  piers  are  cellular  in  construction,  and  nearly  100  feet  in 
height. 

The  abutments,  235  feet  in  length,  are  formed  of  three  semi-circular 
arches  of  masonry,  each  of  60  feet  span,  carried  by  small  piers  13  feet 
thick  at  the  springing  line  of  the  arches. 


THE  WASHINGTON  BRIDGE. 


15 


The  main  piers  and  abutments  are  crowned  with  a  deep  bracketed 
cornice,  with  parapet.  The  approaches  have  a  much  hghter  cornice,  and 
a  lower  parapet,  and  a  portion  at  the  eastern  end  is  protected  only  by  a 
heavy  rail  of  bronze. 

As  has  been  said  before,  the  land  to  be  occupied  by  the  bridge  was 
acquired  in  1876.  Immediately  upon  the  signing  of  the  contract  on  the 
14th  of  July,  1886,  other  necessary  lands  were  leased  and  prepared  for 
the  reception  and  storage  of  material.  Quarries  were  opened  and  arrange- 
ments made  for  the  rapid  prosecution  of  the  work.  By  the  20th  of  July 
the  excavations  for  foundations  of  pier  III.  were  commenced  ;  and  those 
of  pier  I.  and  the  west  abutment  were  begun  early  in  August,  1886. 

On  the  western  bank  of  the  river  the  bluff  rises  abruptly  from  the 
water,  and  there  was  no  level  space  for  the  storage  of  materials.  They 
were  there  delivered  from  time  to  time  in  small  quantities  as  required, 
and  when  opportunity  offered  were  placed  around  or  upon  partly-com- 
pleted work,  or  stored  upon  the  eastern  bank.  A  wharf  was  built  and  ar- 
ranged with  the  necessary  derricks  and  tracks,  and  a  single-track  inclined 
plane  was  constructed,  parallel  with  and  close  to  the  south  face  of  the 
wall,  from  the  wharf  to  the  west  end  of  the  abutment.  It  was  worked 
by  a  hoisting  engine  at  the  top  of  the  incline.  Materials  were  carried  by 
it  to  the  proper  point  alongside  the  work,  and  hoisted  by  derricks  from 
the  truck  directly  into  place. 

On  the  east  bank  of  the  river  a  wharf  was  built  at  the  edge  of  the  pro- 
posed channel,  supported  on  piles  and  floored  with  plank  as  far  back  as  the 
top  of  the  rip-rap  slope  beneath  it.  Thence  to  the  hard  ground  at  the  rail- 
way it  was  filled  with  earth.  Channels  were  dredged  from  High  Bridge, 
1,500  feet  below,  to  both  the  wharves,  to  a  depth  of  twelve  feet. 

At  first,  material  landed  on  the  east  wharf  was  hauled  by  wagons  to 
its  place  over  steep,  soft  roads.  In  the  spring  of  1887  a  wide  trestle-plat- 
form was  constructed  from  the  front  of  the  wharf  to  Sedgwick  Avenue, 
about  40  feet  above  the  water.  It  was  furnished  with  tracks,  and  over  it 
much  of  the  material  for  pier  III.  and  the  east  abutment  was  carried. 
As  the  arches  of  the  abutments  were  closed,  tracks  were  erected  over 


16 


THE  WASHINGTON  BRIDGE. 


them  from  the  pier  to  the  end  of  the  masonry.  As  soon  as  the  iron 
flooring  over  the  steel  arches  was  laid,  these  tracks  were  extended  to  pier 
II.  ;  and  thereafter  nearly  all  the  material  for  the  east  abutment  was 
hoisted  from  the  water  at  pier  II.,  and  carried  on  these  tracks  to  its 
position,  where  it  was  set  with  derricks. 

The  twenty-eight  derricks  used  for  the  masonry  were  all  of  the  type 
shown  (Plate  LXI.),  having  generally  guys  of  wire  rope,  wire-rope  falls, 
and  iron  blocks  and  sheaves  ;  and  all  were  operated  by  sixteen  steam 
hoisting  engines. 

The  derrick  upon  pier  II.,  by  which  the  largest  quantity  of  material 
was  hoisted,  was  worked  from  the  stone-yard  below.  As  the  pier  was 
built  the  derrick  was  supported  from  posts  placed  in  the  corners  of  the 
square  cells  or  chambers  in  it,  and  raised  from  time  to  time  as  the  work 
progressed.  Upon  the  completion  of  the  pier,  the  derrick  was  placed  on 
top  and  the  hoisting  rope  passed  down  the  chamber,  and  out  through  an 
opening  left  in  the  walls,  and  so  to  the  hoisting  engine  150  feet  below. 

The  wire  rope  for  guys  was  seven-eighths  of  an  inch  in  diameter. 
The  hoisting  ropes  were  three-quarters  of  an  inch,  the  system  having  been 
arranged  for  a  maximum  lift  of  about  six  tons.  The  skew-back  stones 
and  the  keystones  of  the  arches  weighed  from  eight  and  a  half  to  nine 
and  a  half  tons,  and  the  guys  were  strengthened  and  the  hoisting  ropes 
doubled  especially  for  hoisting  them. 

For  the  iron  work  a  large  derrick  was  erected  upon  the  ground  near 
the  tracks  of  the  New  York  Central  Railroad,  for  the  purpose  of  raising 
material  from  the  cars  to  the  working  platform  before  mentioned,  which  ex- 
tended from  the  front  of  the  wharf  to  Sedgwick  Avenue.  Upon  this  platform 
the  material  was  carried  on  trucks  to  within  reach  of  the  travellers.  These 
travellers  were  frames  arranged  to  move  on  rollers  on  the  extrados  of  the 
arch  ribs  as  the  work  progressed,  and  to  be  secured  at  the  end  of  the  ribs 
in  place.  They  were  provided  with  short  boom-derricks  for  setting  the 
parts.  The  hoisting  ropes  for  the  erection  of  metal  work  were  of  Manila 
rope,  four  and  a  half  inches  in  circumference. 

Upon  the  river  span  the  material  was  hoisted  directly  from  barges 
or  floats. 


THE  WASHINGT 

(GENERAL  VIEW  FROf 


PLATE  VI. 


:NGT( 


BRIDGE. 

IE  SOUTH.) 


THE  WASHINGTON  BRIDGE. 


17 


Although  all  portions  of  the  work  were  systematically  pushed  forward 
with  a  view  to  have  them  ready  for  their  connections  at  the  proper  time, 
the  principal  effort  was  directed  to  the  completion  of  the  piers  to  the  top 
of  the  granite  skew-backs,  so  that  the  erection  of  the  steel  arches  might 
be  commenced  as  soon  as  the  material  was  prepared. 

While  work  was  therefore  actually  begun  under  the  plans  of  May, 
1886,  important  changes  in  those  plans  were  authorized,  and  changes, 
once  commenced,  did  not  cease  until  the  completion  of  the  bridge.  Ap- 
preciating more  fully  as  it  progressed,  the  largeness  of  the  work  in  their 
hands,  the  Commission  decided  that  a  higher  class  of  constructive  work 
and  a  more  ornamented  structure  would  amply  justify  the  increased 
expenditure  to  the  people  .of  this  great  city,  and  all  the  changes  were 
in  the  way  of  greater  durability  and  beauty.  The  result  has  proved  the 
correctness  of  their  judgment. 

MASONRY. 

MATERIALS. 

The  granite  used  was  from  the  quarries  of  Biddeford,  Mt.  Waldo, 
and  Vinal  Haven,  all  on  the  coast  of  Maine.  As  the  latter  has  somewhat 
more  color  than  that  from  Mt.  Waldo,  the  effort  was  made  to  use  them 
in  different  portions  of  the  work,  but  this  was  soon  found  to  be  impractic- 
able without  delays.  It  is  also  undesirable  for  "  rock-faced"  or  "  quarry- 
faced  "  work. 

The  cornices,  parapet,  etc.,  were  made  from  a  finer  quality  of  granite 
of  uniform  color,  from  the  Mt.  Waldo  quarries^ 

The  light  gray  gneiss  ashlar  for  the  long  faces  of  the  piers  and  facing 
the  approaches,  was  from  the  Mine  Hill  quarries  near  Roxbury,  Conn. 

Rubble  masonry  was  of  gneiss  from  the  vicinity,  partly  from  a  quarry 
on  7th  Avenue,  but  largely  from  the  excavations  made  for  the  foundations 
and  for  grading  the  adjacent  ground. 

The  stone  for  concrete  was  chiefly  supplied  from  limestone  quarries 
on  the  Hudson  River,  which  furnish  large  quantities  to  New  York.  It 
was  crushed  at  the  quarry  by  machinery,  screened,  and  delivered  by  water 
at  the  site  of  the  bridge. 

The  cement  chiefly  used  on  the  work  was  Rosendale  from  the  New 


18 


THE  WASHINGTON  BRIDGE. 


York  aiitl  Rosendalc  Works.  It  was  of  excellent  quality  ;  tests  for  tensile 
strenuili  ol  pure  cement  in  twenty-four  hours,  ranging  from  80  lbs.  to  the 
square  inch  to  over  130  lbs.,  the  average  of  over  2,000  tests  being  96  lbs. 
tensile  strain  to  the  square  inch.  Small  (juantities  of  other  cements  were 
used,  but  the  Rosendales  are  so  well  known  and  so  cheap,  that  it  was  not 
thought  well  to  try  practical  experiments  with  others.  Nearly  40,000 
barrels  were  used. 

Portland  cement,  of  which  24,000  barrels  were  used,  was  chiefly  of 
the  Hemmoor  bri.nd.  It  was  fmely  ground  and  of  excellent  quality.  Its 
strength  under  different  conditions,  is  shown  by  the  table  of  tests  of  cement. 
It  was  used  chiefly  where  pressure  might  not  be  evenly  distributed, 
whether  from  foundations  of  unequal  hardness,  or  from  pressure  being 
applied  at  points,  as  under  the  skew-back  courses,  and  generally  in  setting 
the  face-stone. 

The  concrete  was  composed  of  one  part  by  measure  of  cement  to 
two  parts  of  sand  and  five  of  broken  stone,  no  fragment  of  the  latter 
being  more  than  two  and  a  half  inches  in  any  dimension.  The  concrete- 
mixer was  a  cast-iron  box,  8  feet  long,  and  2x2  feet  in  transverse  sec- 
tion, placed  at  a  slight  inclination  and  revolved  on  its  longitudinal  axis  by 
a  special  steam-engine,  while  the  dry  material  was  admitted  from  a  hopj^er 
into  its  upper  end.  Water  was  supplied  by  a  pipe,  and  after  several  revo- 
lutions the  concrete  was  discharged  fiom  the  open  lower  extremity.  Ow- 
ing to  frequent  irregularities  in  the  flow  of  the  material,  it  was  difficult 
to  regulate  the  quantity  of  water  ;  otherwise  the  mixing  by  this  machine 
was  fairly  good,  and  was  thoroughly  completed  by  the  successive  handlings, 
before  the  concrete  was  in  place  in  the  work.  The  economy  of  mixing 
by  machine  over  hand-mixing  is  very  great.  The  capacity  of  this  mixer 
was  150  cubic  yards  per  day,  requiring  the  services  of  twelve  men.  It 
was  operated  by  a  special  steam-engine,  at  the  rate  of  forty  revolutions 
per  minute.  The  concrete  was  carried  from  the  mixer  in  iron  buckets 
containing  about  a  cubic  yard.  The  buckets  were  lifted  from  the  car  by 
a  derrick,  lowered  into  the  pit,  dumped,  and  the  concrete  was  spread  and 
rammed, — care  being  taken  that  the  concrete  was  level  with  the  granite 
facing  before  another  granite  course  was  set. 


THE  WASHIXGTON  BRIDGE. 


19 


Early  in  the  spring  quarries  were  opened  at  Roxhury,  Conn.,  in  the 
expectation  that  all  the  arch  stones,  except  the  voussoi's  of  the  faces, 
would  he  furnished  from  them.  But  it  became  apparent  by  midsummer 
that  a  sufficient  quantity  of  material  could  not  be  obtained  from  them 
without  delaying  the  work.  Material  for  two  arches  could  be  supplied.  A 
sub-contract  was  made  for  stone  for  one  arch  from  a  gneiss  quarry  near 
Sufferns,  on  the  Erie  Railroad.  Granite  from  Maine  was  ordered  for  three 
others,  and  for  the  seventh,  over  Undercliff  Avenue,  red  granite  from  Leetes 
Island,  Conn.,  was  adopted,  the  same  as  that  used  in  the  pedestal  of  the 
Statue  of  Liberty. 

The  contract  for  Sufferns  stone  was  abandoned  when  half  the  material 
had  been  delivered  and  cut.  Happily  it  was  of  good  quality,  and  harmon- 
ized in  color  with  the  Maine  granite,  with  which  it  was  alternated  in  the 
arch. 

SUBSTRUCTURE. 

At  the  Site  of  pier  T.,  on  the  west  side  of  the  river,  the  solid 
rock  was  exposed,  at  or  very  near  the  surface  of  the  ground,  and  no 
other  preparation  was  required  than  to  remove  the  surface-earth  and  shape 
the  rock  to  receive  the  masonry.  Some  small  holes  under  the  face  were  filled 
with  concrete,  but  generally  the  face-stones  were  fitted  to  the  rock.  All  the 
piers  to  seat  of  metal  arches  are  built  of  concrete,  with  a  facing  of  granite 
in  courses  two  feet  high,  not  less  than  two  feet  wide,  with  headers  five  and 
six  feet  long,  bonding  the  granite  facing  firmly  to  the  concrete  heart.  The 
face-stones  were  set  in  mortar  of  Portland  cement — the  concrete  is 
generally  made  with  Rosendale  cement — and  the  backs  of  the  granite 
courses  were  plastered  with  cement-mortar  before  the  concrete  was  placed 
against  them,  in  order  to  secure  a  better  union.  The  excavations  for  pier 
1.  were  commenced  in  August,  and  the  masonry  was  begun  on  the  ist 
of  October,  1886.  It  was  ready  for  the  pedestals  in  May,  1887,  but  they 
were  not  set  until  September. 

At  pier  II.,  the  solid  gneiss  rock,  which  is  at  or  near  the  surface  on 
the  New  York  side,  and  again  at  the  top  of  the  hill  on  the  eastern  side, 
lies  at  a  considerable  depth  between  the  bluffs  of  the  river  valley  except  at 
one  point,  where  it  rises  to  within  seventeen  feet  of  mean  high  tide  in  the 
river.    This  point,  on  the  eastern  side  of  the  channel  and  close  to  the  tracks 


20 


THE  WASHINGTON  BRIDGE. 


of  the  New  York  Central  Railroad,  was,  of  necessity,  selected  as  the  site 
of  pier  II,  The  surface  of  the  rock,  however,  was  very  uneven,  sloping 
in  every  direction  from  the  high  point,  and  it  was  covered  with  boulders 
and  heavy  gravel  to  within  eight  feet  of  low  water,  the  remainder  being 
mud. 

As  the  question  of  time  was  of  the  first  importance,  a  foundation 
upon  a  timber  caisson,  to  be  sunk  by  means  of  compressed  air,  was  adopted 
as  least  exposed  to  the  delays  and  contingencies  which  might  arise  from 
bad  winter  weather  and  from  accidents.  Plans  submitted  by  Anderson 
&  Barr  were  approved  on  the  3d  of  September,  1886,  and  work  upon 
it  was  immediately  begun. 

The  caisson,  which  was  built  in  place,  is  104.8  feet  long,  54.4  feet 
wide  at  base,  and  13.3  high,  with  one  foot  batter  in  its  height  on  all  the 
sides.  It  is  made  of  Florida  pine  timbers,  twelve  inches  square,  except  the 
shoe  or  cutting  edge,  which  is  of  oak.  The  walls  of  the  chamber,  three 
feet  thick,  are  formed  of  superimposed  horizontal  timbers  on  the  outside 
and  inside,  with  an  intermediate  series  of  vertical  timbers.  Alternate  ver- 
ticals are  cut  off  at  the  top  of  the  working  chamber  ;  the  intermediate 
timbers  rise  nearly  to  the  top  of  the  caisson.  By  this  arrangement,  half 
the  transverse  and  longitudinal  timbers  of  which  the  roof  is  composed, 
extend  to  the  extreme  ends  and  sides  of  the  caisson,  and  hold  in  place  the 
verticals,  which  thus  serve  as  stiffeners  to  the  sides  and  ends.  The  roof  or 
deck  of  the  caisson  is  composed  of  four  courses  of  12x12  inch  timbers 
laid  transversely,  and  two  intermediate  courses  laid  diagonally.  The 
latter  are  stopped  some  ten  feet  from  the  end  of  the  caisson,  and  the  course 
is  completed  with  short  timbers  placed  longitudinally,  to  secure  the  end 
verticals  and  tie  them  to  the  remainder  of  the  structure.  Each  course  was 
well  fastened  with  drift-bolts  to  the  course  below,  the  whole  forming  a 
solid  mass  of  timber  about  six  feet  thick.  The  sides  of  the  chamber  and 
the  first  courses  of  the  roof  were  poured,  as  the  timbers  were  placed,  with 
hot  coal-tar  ;  the  remainder  was  grouted  with  cement.  The  inside  of  the 
working  chamber  was  first  lined  with  rough  boards,  then  with  a  layer  of 
asphalted  paper,  which  was  covered  with  tongued  and  grooved  boards,  \\ 
inches  thick,  the  joints  of  which  were  put  together  with  white  lead. 

The  caisson  was  made  with  two  longitudinal  division  walls,  each  two 


I 


THE  WASHINGTON  BRIDGE. 


21 


feet  thick,  extending  from  the  roof  to  within  two  feet  of  the  bottom. 
They  were  built  of  horizontal  courses  of  12  x  12  inch  timbers,  with  open- 
ings 2x2  feet,  for  communication  between  the  chambers  formed  by  them  ; 
these  were  firmly  secured  by  straps  and  bolts  to  the  end  walls.  The  side 
walls  were  braced  and  tied  at  nine  points,  with  timber  braces  12x12  inches, 
and  iron  tie-rods.  There  were  two  air-locks,  as  shown  on  the  plans  (Plate 
XXXIII.),  one  on  top  of  the  shaft,  four  feet  in  diameter,  for  general 
service  ;  the  other,  five  feet  in  diameter,  was  placed  inside  the  caisson,  as 
shown,  and  used  for  the  extraction  of  material,  which  was  loaded  into 
buckets,  placed  in  the  air-lock,  and  hoisted  out.  There  was  also  a  shaft 
eighteen  inches  in  diameter,  through  which  the  concrete  for  filling  the 
chamber  was  introduced,  and  a  number  of  blow-out  pipes,  four  inches 
in  diameter.  The  caisson  was  built  in  an  enclosure  formed  by  a  temporary 
cofferdam.  During  its  construction  it  settled  two  or  three  feet  into  the 
mud,  and  moved  slightly  out  of  position.  It  was  secured  to  the  bank 
with  chains,  and  readily  brought  into  place  by  means  of  turn-buckles  on 
the  chains. 

The  material  to  be  excavated  was  first,  mud  to  a  depth  of  from  eight 
to  eleven  feet,  then  heavy  gravel  with  large  boulders,  and,  finally,  a  very 
irregular  rock,  partly  gneiss,  partly  marble,  with  veins  and  pockets  of  very 
hard  quartz.  A  small  portion  of  the  mud  was  blown  out  by  compressed 
air  through  the  four-inch  air-pipes,  but  the  method  did  not  work  well,  and 
it  was  soon  abandoned.  The  rock  on  the  northeast  corner  of  the  caisson 
rose  to  seventeen  feet  below  mean  high  water,  while  at  the  southwest 
corner  it  was  more  than  forty  feet  below. 

The  rock  was  drilled  with  a  "  Rand  "  drill,  operated  by  air  that  was  sup- 
plied to  the  drill  at  a  pressure  of  eighty  to  one  hundred  pounds  per  square 
inch.  Its  exhaust  was  against  a  back  pressure  of  about  eighteen  to  twenty- 
two  pounds,  giving  an  effective  pressure  of  sixty-two  to  eighty  pounds  per 
square  inch.  At  first,  dynamite  ("forcite")  was  used  as  an  explosive,  but 
its  gases  were  found  to  affect  the  workmen  unfavorably,  and  it  was  replaced 
by  "  rack-a-rock,"  which  proved  entirely  inoffensive,  and  was  used  until 
completion.  The  holes  were  usually  four  to  six  feet  deep  and  three  to 
four  feet  apart,  2\  inches  in  diameter,  charged  with  one,  two,  or  sometimes 


THE  WASHINGTON  BRIDGE. 


three  cartridges,  inches  in  diameter,  and  nine  inches  long,  the  charge 
varying  from  one  to  two  pounds.  One  to  four  holes  were  fired  at  one  time 
by  the  electric  battery.  No  serious  damage  was  done  to  the  walls  of  the  cais- 
son by  shattered  rock.    About  1,500  cubic  yards  of  rock  were  thus  taken  out 

The  caisson  was  lighted  with  electric  light  by  a  dynamo  capable  of 
running  seventy-five  incandescent  lamps  of  sixteen  candle-power. 

During  the  sinking,  the  caisson  took  a  slight  twist,  and  at  one  time 
the  southwest  corner  was  more  than  a  foot  lower  than  the  others,  causing 
some  cracks  in  the  masonry,  then  about  six  feet  high  upon  it.  Provision 
had  been  made  in  the  dimensions  of  the  base  of  the  pier  for  small  move- 
ments of  the  caisson,  and  from  the  time  the  masonry  was  brought  to  normal 
dimensions,  no  perceptible  movement  took  place. 

For  the  sinking  of  the  caisson  three  compressors  of  different  patterns 
were  used,  viz.  :  one  single  12  x  18  inch  Delamater,  one  duplex  10  x  16 
inch  Delamater,  and  one  duplex  9  x  10  inch  Clayton  compressor.  They 
were  operated  by  two  horizontal  boilers  of  sixty  and  eighty  horse-power, 
respectively. 

Sinking  was  commenced  on  the  15th  of  November,  1886,  and  on  the 
17th  of  April,  1887,  the  caisson  reached  its  final  depth  40.6  feet  below 
mean  high  water.  There  were  some  few  points  where  the  cutting  edge 
did  not  rest  upon  the  rock.  These  were  excavated  and  filled  with  concrete. 
It  was  then  sealed  and  filled  two  feet  deep  with  concrete  formed  of  Port- 
land cement,  with  two  parts  of  sand  and  four  of  broken  stone.  The  re- 
mainder of  the  concrete  filling  was  made  with  Rosendale  cement.  The 
masonry  had  been  carried  to  a  height  of  27.5  feet,  the  level  of  mean  high 
water,  during  the  sinking  of  the  caisson.  It  was  continued  without  in- 
termission, and  was  completed  to  the  top  of  the  skew-backs,  52.2  feet 
above  high  water,  by  the  17th  of  July,  the  cornice  and  skew-backs  being 
set  and  ready  for  the  iron. 

521,000  feet  B.M.  of  timber  were  used  in  the  caisson. 

Pier  III.  was  located  on  the  east  side  of  Sedgwick  Avenue,  an  important 
thoroughfare,  and  at  or  in  the  foot  of  the  steep  bluff.  The  hard  rock  was, 
in  places,  as  indicated  by  the  borings,  at  a  depth  of  seventy-five  feet  below 
the  surface.    The  excavations  were  in  a  paitially  decomposed  gneiss  of 


THE  WASHINGTON  BRIDGE. 


23 


unequal  hardness.  The  strata  were  very  much  inclined,  and  had  a  great 
tendency  to  slide.  All  the  sides  of  the  pit  were  therefore  systematically 
supported  by  sheathing  with  four-inch  plank,  behind  longitudinal  stringers, 
these  latter  being  shored  with  12x12  inch  timbers,  extending  entirely 
across  the  pit  in  both  directions. 

At  a  depth  of  forty-three  feet  the  rock,  when  tested  with  twenty-four 
and  twenty-six  tons  to  the  square  foot,  showed  no  signs  of  yielding.  The 
excavations  were  then  suspended,  and  a  bed  of  concrete  six  feet  in  thick- 
ness, made  with  Portland  cement,  was  laid  over  the  entire  bottom  of  the 
foundation  pit,  and  upon  it  the  masonry  was  commenced.  This,  as  in  the 
other  piers,  was  made  with  a  facing  of  heavy  granite  blocks  and  an  interior 
of  concrete.  The  masonry  of  this  pier  was  commenced  on  the  i6th  of  Oc- 
tober, 1886,  and  it  was  ready  for  the  iron  work  early  in  June  following. 

The  ends  of  all  the  piers  are  vertical.  The  long  faces  of  main  piers 
below  the  springing  line  batter  three-quarters  of  an  inch  to  the  foot,  or  one 
in  sixteen. 

The  foundations  of  all  the  small  piers  were  commenced  in  the  winter 
and  spring  of  1887.  On  the  west  side  of  the  river  they  were  founded  upon 
the  hard  gneiss  at  different  depths — sometimes  ten  or  twelve  feet  below 
the  surface  of  the  ground.  The  excavations  were  levelled  up  with  con- 
crete, and  the  pier  was  built  up  to  natural  surface  with  rubble  masonry 
faced  with  gneiss  dressed  to  horizontal  beds.  Above  the  surface  the  piers, 
which  are  solid  throughout,  are  faced  on  the  ends  with  granite ;  on  the 
long  faces  with  Roxbury  gneiss  with  granite  quoins  and  impost  courses. 
The  ends  are  vertical  ;  the  long  faces  batter  one  in  twenty-four. 

On  the  east  side  of  the  river  the  arch  piers  are  founded  upon  the  par- 
tially decomposed  gneiss,  which  becomes  harder  as  we  ascend  the  hill,  so 
that  the  pier  (C)  which  separates  the  bridge  proper  from  the  approach  is 
built  upon  the  hardest  rock.  The  east  abutment  of  the  Undercliff  Avenue 
arch  and  the  approach  walls  throughout  are  built  upon  the  solid  rock. 

The  work  on  the  main  piers  did  not  stop  with  the  setting  of  the  skew- 
backs,  but  was  continued  without  intermission  until  their  completion  to 
the  height  of  the  cornice  courses. 


24 


THE  IVASHIA-GTON  BRIDGE. 


SUPERSTRUCTURE. 

Above  the  skew-backs,  piers  Land  1 1 1,  are  cellular  in  construction, 
with  walls  six  and  seven  feet  thick  at  the  base  and  uniformly  four  feet  thick 
at  the  top, — their  height  above  this  level  being  nearly  one  hundred  feet. 

Pier  II.  above  the  skew-backs  was  built  of  concrete  with  two  ver- 
tical cells,  each  ten  feet  by  ten  feet,  to  a  height  of  one  hundred  and  thirty- 
two  feet  above  tide-level,  where  larger  chambers  were  formed  and  walls 
were  arranged  for  the  anchorages  of  the  pier  beams,  which  take  the  wind 
pressures  from  the  metallic  arches. 

All  the  main  piers  are  faced  with  granite  ashlar,  backed  with  rubble 
masonry  or  concrete,  with  granite  quoins  two  feet  by  three  by  six.  The 
interior  walls  are  also  of  rubble,  except  pier  II.  as  described  above,  and  the 
lower  portion  of  the  walls  of  pier  III.,  which  were  built  and  backed  with 
concrete.  The  upper  portions  were  made  with  rubble  masonry.  In  one 
cell  of  each  pier  is  a  series  of  iron  ladders  reaching  from  the  skew-backs  to 
the  roadway  of  the  bridge. 

The  arches  of  the  abutments  are  semi-circular,  of  sixty  feet  clear  span, 
and  a  length  between  faces  of  eighty  feet  eight  inches.  The  voussoirs  of  the 
faces  are  of  granite  (Plates  XXXV.  and  XXXVIII.),  all  three  feet  in 
depth,  except  the  keystones,  and,  alternately,  four  and  six  feet  long. 
The  interior  voussoirs  are  of  granite  or  gneiss,  two  feet  two  inches  deep  at 
the  crown,  and  three  feet  six  inches  at  the  joint  inclined  thirty  degrees.  Be- 
low this  they  are  of  variable  depth  and  are  bonded  into  the  rubble  masonry 
of  the  spandrils.  These  are  built  solid  to  twelve  and  fourteen  feet  above 
the  impost. 

The  masonry  arches  were  commenced  in  September,  1887,  and 
were  carried  forward  as  rapidly  as  the  stone  was  received  from  the 
quarries,  but  they  were  not  all  closed  until  March,  1888.  About  one- 
third  of  the  whole  was  set  in  December,  1887.  Some  seven  hundred 
cubic  yards  of  arch  masonry  were  hoisted  seventy-five  to  one  hundred  feet 
and  set  in  nine  days  with  a  single  derrick  and  steam  bolster.  Portland 
cement  was  used  in  setting  the  arch  stones,  as  it  is  injured  much  less  than 
the  native  cements  by  the  low  temperature  prevailing  during  this  period. 
Very  few  of  the  arch  stones,  however,  were  set  when  the  thermometer 


THE  WASHINGTON  BRIDGE. 


was  below  freezing.  For  the  spandril  masonry  salt  was  dissolved  in  the 
water  used  in  making  mortar,  and  on  some  three  or  four  days  during  the 
season,  when  the  thermometer  was  near  zero,  Fahrenheit,  no  masonry  at 
all  was  laid. 

Over  the  arches  four  longitudinal  walls  of  rubble  masonry,  generally 
four  feet  thick,  extend  through  the  abutments  and  the  adjoining  piers,  and 
with  the  side  walls,  divide  the  interior  into  five  longitudinal  chambers, 
which  are  covered  by  brick  arches  supporting  the  roadway.  These  arches, 
commenced  in  April,  1888,  were  not  completed  until  July.  They  were 
built  upon  centres  which,  when  a  section  was  completed,  were  slightly 
lowered  and  pushed  forward  for  building  the  next  section,  sliding  upon 
wooden  plates  at  the  springing  line.  As  they  were  built,  they  were  backed 
and  levelled  up  with  concrete  or  rubble  masonry.  The  roadway  surface  is 
coated  with  half  an  inch  of  coal-tar  distillate  and  Trinidad  bitumen  in  equal 
proportions,  and  upon  this  is  laid  the  bituminous  concrete  substructure  for 
the  asphalt  wearing-surface.  The  cellular  structure  of  the  abutments  is 
continued  over  the  Undercliflf  Avenue  arch. 

At  the  eastern  end  the  hard  rock  rose  nearly  to  the  roadway  surface. 
It  was  required,  however,  to  open  a  new  street  along  the  south  side  of 
the  east  approach,  the  grade  of  which  would  be  many  feet  below  the  road- 
way of  the  bridge.  It  was,  therefore,  necessary  to  excavate  the  rock  to 
the  grade  of  the  street  proposed,  and  to  support  the  roadway  of  the  bridge 
with  a  masonry  wall. 

The  stairway,  as  shown  on  the  plans,  ten  feet  in  width,  was  made  to 
give  access  to  the  bridge  from  the  street  below.  It  is  built  of  Roxbury 
gneiss  with  granite  quoins,  a  string  and  parapet  of  finely-dressed  (8-cut) 
granite,  and  platforms  and  steps  of  North  River  blue-stone — a  material 
which  does  not,  like  granite,  become  slippery  by  long  service. 

The  cornice,  of  Maine  granite  finely  axed,  was  delivered  finished  at  the 
bridge  and  ready  to  be  set.  The  parapets,  four  feet  high  upon  abutments 
and  three  feet  six  inches  on  the  approaches,  were  of  a  finer  granite — 8-cut 
on  all  interior  faces.  They  were  delivered  and  set  in  the  spring  and  sum- 
mer of  1888. 

On  a  portion  of  the  east  approach  the  sidewalk  is  protected  by  a  rail 


THE  WASHINGTON  BRIDGE. 


in  granite  posts.  The  rails  are  of  vvrought-iron  pipe,  four  and  three  inches 
in  diameter,  covered  with  bronze  one-eighth  of  an  inch  thick  drawn  over  the 
iron. 

In  the  original  plans  there  were  two  sixty-foot  arches,  which  could 
have  been  built  at  any  time  during  the  progress  of  the  work.  The  con- 
tractor, after  building  one,  could  have  removed  his  centering  and  used  it 
for  the  other.  But  with  seven  arches  and  the  entire  roadway  of  the 
abutments  dependent  upon  them,  it  became  necessary  to  provide  and 
erect  centering  for  all  of  them  at  the  same  time,  that  every  delay  might 
be  prevented.  The  centres  used  were  strong  and  unyielding.  They 
contained  an  excess  of  material,  and  the  height  might  have  been  consider- 
ably reduced.  As  a  matter  of  fact,  the  contractor,  wishing  to  build  the 
spandril  backing  to  a  completed  arch  did,  in  several  instances,  set  the  arch 
stones  of  the  adjacent  arch  to  a  height  of  ten  or  twelve  feet  above  the 
impost  before  the  centering  for  the  arch  was  placed. 

The  centering  for  the  oval  arch  over  Undercliff  Avenue  was  of  a  cheap 
and  satisfactory  form. 

The  voussoirs  or  arch  stones  were  set  by  derricks,  generally  placed  on 
the  crown  of  the  arch  centres. 

Great  care  was  taken  to  set  each  stone  accurately  to  its  place,  block- 
ing up  where  necessary  on  the  lagging  of  the  centres.  The  centres  were 
not  struck  ;  they  were  simply  allowed  to  stand  until,  by  the  action  of  the 
weather,  they  were  found  to  be  free.  No  perceptible  settlements  took 
place. 

The  stones  were  cut  to  plane  beds  to  lay  half-inch  joints.  They  were 
laid  in  a  good  mortar  of  Portland  cement.  The  courses  near  the  crown, 
the  beds  of  which  were  too  steep  to  take  a  bed  of  mortar,  were  filled  with 
thin  mortar  worked  in  with  a  steel  blade. 

1,500,000  feet  B.M.,  spruce  and  hemlock,  were  used  in  trestles  for 
landing  materials,  and  in  centres  for  masonry  arches. 

The  roadway  is  of  Trinidad  asphalt  on  a  bituminous  base.  Upon  the 
fine  concrete,  hereafter  described,  on  the  metal  part,  and  upon  the  coated 
concrete  covering  of  the  brick  arches  upon  the  masonry,  the  roadbed  is 
made  up  to  within  three  and  a  half  inches  of  the  top,  with  broken  stone  in 


THE  WASHINGTON  BRIDGE. 


27 


layers  four  to  six  inches  deep,  each  layer  well  rolled  by  a  steam  roller  of 
about  two  hundred  and  fifty  pounds  to  the  linear  inch  ;  and  over  the  broken 
stone  hot  coal-tar  distillate  is  poured.  Upon  this  is  placed  a  binder 
course  made  of  very  fine  broken  stone  and  coal-tar  distillate,  mixed  by 
machinery,  spread  two  inches  thick  and  well  rolled ;  the  asphalt  wearing- 
surface,  one  and  a  half  inches  in  thickness,  is  laid  upon  the  binder  course. 
The  roadway  is  crowned  nine  inches  in  its  width  of  fifty  feet.  The  drain- 
age of  the  roadway  over  the  metal  structure  is  to  the  abutments.  The 
slope  is  very  slight  from  the  centre  pier  to  the  centre  of  the  arches ;  being 
in  hot  summer  weather  not  over  four  inches  in  two  hundred  and  fifty-five 
feet,  half  of  which  is  formed  in  the  gutter  and  the  remainder  by  the  grade 
of  the  roadway.  In  cooler  weather,  when  the  fall  in  temperature  has  low- 
ered the  crown  of  the  arch,  the  slope  is'greater.  From  the  centre  to  the 
abutments  it  is  from  eight  to  twelve  inches.  Considering  the  smooth  sur- 
face of  the  roadway  and  gutters,  this  slope  was  believed  to  be  sufficient. 
On  the  abutments,  which  are  level,  the  gutters  are  given  a  slope  of  three 
inches  toward  the  basin  heads  of  the  drain-pipes,  which  are  spaced  from  sev- 
enty to  one  hundred  and  forty  feet. 

The  drain-pipes,  eight  and  twelve  inches  in  diameter,  descend  verti- 
cally, secured  to  the  interior  wall  surfaces,  and  discharge  into  transverse 
underground  drains  which  are  connected  with  a  twelve-inch  and  fifteen- 
inch  terra  cotta  pipe,  extending  the  entire  length  of  the  bridge  on  each  side 
of  the  river. 

The  roadway,  commenced  in  August,  1888,  was  not  completed  until 
November. 

The  sidewalks,  about  75,000  square  feet  in  area,  are  composed  of  large 
flags  of  blue-stone  six  and  nine  feet  long,  not  less  than  five  feet  wide,  and 
from  three  to  five  inches  thick,  planed  on  the  top  surface  and  axed  on 
the  heads,  which  rest  upon  the  granite  curb.  They  were  laid  in  August, 
September,  and  October,  1888. 

A  channel  is  left  in  the  concrete  under  the  flags  of  the  masonry  por- 
tion, in  which  the  gas-pipes  are  laid.  They  would  be  more  accessible  if 
placed  under  the  longitudinal  arches  of  the  roadway,  but  a  leak  would  fill 
the  chambers  with  gas  and  might  be  the  cause  of  an  explosion,  with  possi- 


28 


THE  WASHINGTON  BRIDGE. 


ble  loss  of  life.  Pipes  for  electric  conductors  are  laid  alongside  the  gas- 
pipes. 

METAL  WORK. 

Each  of  the  steel  arches  is  composed  of  six  ribs  with  free  ends  resting 
upon  pins.  The  span  between  pin-centres  is  five  hundred  and  eight  feet 
eight  and  a  half  inches,  the  rise  to  neutral  axis  at  crown  eighty-nine  feet 
ten  inches.  Clear  span  between  piers,  five  hundred  and  ten  feet  ;  rise 
from  apparent  springing  line  to  soffit,  ninety-one  and  a  quarter  feet. 
The  ribs  are  of  a  nearly  uniform  depth  of  thirteen  feet  (with  slight  varia- 
tions caused  by  varying  thickness  of  fiange-plates),  and  are  composed 
each  of  a  web-plate  of  mild  steel  three-eighths  of  an  inch  in  thickness 
(except  for  the  end-panels,  which  are  three-quarters  of  an  inch  thick),  with 
double  flanges  at  top  and  bottom,  and  stiffeners  of  angle  iron  at  intervals 
of  about  five  feet.  The  outer  fiange-plates  are  twenty  inches  wide,  and 
vary  in  thickness  from  two  and  one-eighth  inches  to  three  and  one-six- 
teenth inches.  The  inner  flange-plates — two  in  each  flange — are  twelve 
inches  wide  by  three-quarters  of  an  inch  thick.  The  six  angle  irons  in 
each  double  flange  are  six  by  six  by  five-eighths  inches. 

Each  rib  is  formed  of  thirty-four  segments  of  such  length  that  the 
horizontal  projection  of  the  extrados  of  each  segment  is  fourteen  feet 
eleven  and  a  half  inches — the  distance  between  centres  of  the  posts  which 
stand  upon  the  joints  and  carry  the  roadway. 

The  ends  of  the  segments  are  planed  and  stifl"ened  with  angles, 
through  which  they  are  riveted  together.  The  joints  of  the  flanges  are 
covered  with  splice-plates. 

Each  rib  rests  at  its  ends  upon  pins  of  forged  steel,  thirty-four  inches 
long  and  eighteen  inches  in  diameter.  The  pins  lie  in  steel  bearings,  which 
are  carried  by  pedestals  made  of  plates  and  angles  upon  a  base  of  two  super- 
imposed three-quarter  inch  steel  plates,  thirteen  feet  by  four  feet  four  inches, 
resting  upon  and  bolted  to  the  granite  skew-backs.  To  secure  uniformity 
of  bearing  and  close  contact,  wool  felt  filled  with  asphalt  is  interposed  be- 
tween the  pedestal  and  the  granite.  The  ribs  are  connected  by  lateral 
bracing  on  both  top  and  bottom  flanges,  and  by  sway-bracing  on  the  seg- 
ment joints — all  of  steel  latticed  beams  and  angles. 


THE  WASHINGTON  BRIDGE. 


The  transverse  floor-beams,  spaced  about  fifteen  feet,  are  built  of 
plates  and  angles  two  feet  six  inches  deep  under  the  carriage-way,  while 
the  portions  under  the  sidewalks  rise  to  a  height  of  about  four  feet.  They 
are  supported  from  the  extrados  of  the  ribs  by  posts,  formed  each  of  two 
ten  and  a  half  inch  iron  channels  latticed  on  the  sides.  The  posts  are 
rigidly  attached  to  the  flanges  of  the  ribs,  to  the  horizontal  longitudinal 
struts,  and  to  the  floor-beams,  and  are  connected  and  braced  transversely 
in  two  sets  of  three  each  by  horizontal  struts  and  diagonal  ties,  all  pin-con- 
nected. 

The  transverse  floor-beams  carry  longitudinal  stringers — rolled  "  I  " 
beams — fifteen  inches  deep  under  the  carriage-way  and  ten  and  a  half 
inches  under  the  sidewalk  ;  all  spaced  three  feet  between  centres. 

The  flooring  is  formed  of  buckle-plates,  which  rest  upon  the  longitud- 
inal stringers  and  are  riveted  to  them.  They  are  made  generally  of  plates 
three  feet  wide  and  fifteen  feet  long,  swedged  cold  into  shape,  and  forming 
in  one  piece  five  flat  domes.  These  are  crowned  two  inches.  The  metal 
is  three-eighths  of  an  inch  thick.  The  transverse  joints  have  cover-plates. 
The  plates  being  thus  connected  to  the  stringers  and  to  each  other,  the  en- 
tire flooring  forms  one  rigid  surface,  and  no  other  wind-bracing  is  needed. 
But  the  wind-pressure  must  be  transmitted  to  the  masonry  piers.  To  pro- 
vide for  this,  and  at  the  same  time  to  permit  the  metallic  flooring  to  expand 
and  contract  freely  under  changes  of  temperature,  the  end-stringers  and 
the  buckle-plates  at  each  end  of  each  span  are  riveted  to  a  vertical  trans- 
verse beam,  on  the  lower  flange  of  which  an  offset  is  built  three  and  a  half 
inches  high,  with  planed  vertical  faces  looking  outward  and  about  twelve 
and  a  half  feet  apart.  This  rests  in  a  corresponding  recess  in  a  short, 
strongly-built  beam  firmly  secured  in  the  masonry.  A  pier  beam  of  iron 
plates  corresponding  to  that  against  which  the  stringers  abut  and,  like  it, 
rising  nearly  to  the  surface  of  the  finished  roadway,  is  anchored  to  the  ma- 
sonry of  the  pier,  and  attached  to  the  movable  beam  by  means  of  a  trough 
of  plate  iron  ten  inches  deep,  and  at  mean  temperature,  eight  inches  wide. 
This  gutter  opens  or  closes  as  the  metallic  structure  contracts  or  expands. 
The  floor  being  fixed  to  the  arch  at  the  middle  of  the  span,  slides  at  both 
ends  upon  the  masonry,  and  lateral  movement  is  prevented  by  the  short. 


30 


THE  WASHINGTON  BRIDGE. 


wide  projection  or  offset  on  its  under  side,  confined  in  a  corresponding  re- 
cess fastened  to  the  masonry,  as  above  described. 

The  false-works  for  the  iron  spans  are  shown  by  Plate  LVI.  Those 
for  the  land  span  were  erected  in  the  spring  and  summer  of  1886,  the  bents 
being  generally  supported  upon  timber,  flat  upon  the  ground.  They  were 
built  of  10  X  10  inch  hemlock  posts,  with  3  x  10  inch  stringers,  and  braces  of 
spruce  timber  put  together  with  ^-inch  bolts.  About  1,500,000  feet  B.M. 
of  timber  were  used. 

The  false-works  were  carried  over  Sedgwick  Avenue  and  the  railroad 
tracks  by  using  the  iron  floor-beams  made  for  the  bridge. 

Some  trouble  was  experienced  when  the  arch  was  partially  erected, 
partly  from  the  deformation  of  the  centering,  partly  from  its  settlement. 
It  was  re-enforced  with  struts  transmitting  the  weights  directly  to  fixed 
points. 

The  false-works  for  the  river  span  were  built  upon  piles  driven  into 
the  mud  of  the  river.  No  settlement  or  displacement  of  any  kind  oc- 
curred. 

The  method  of  manufacture  of  the  steel  was  not  prescribed.  It  was 
required  to  stand  certain  physical  tests,  as  described  in  the  Specifica- 
tions, p.  73.  A  few  of  the  tests  are  given  in  the  accompanying  tables, 
showing  the  form  of  inspector's  return  and  some  of  the  results  of  the  tests. 

The  iron  was  manufactured  by  the  Passaic  Rolling  Mill  Company,  and 
made  up  in  its  shops. 

A  small  quantity  of  steel  angles,  procured  from  the  Atkins  Iron  Works 
at  Pottsville,  were  made  by  the  Clapp-Griffiths  process. 

The  steel  plates  and  angles  for  the  arch  ribs  were  made  in  Pittsburg, 
by  the  Spang  Steel  Works,  and  by  the  Union  Mills  (Carnegie,  Phipps  & 
Co.),  of  open  hearth  steel.  The  plates  were  rofled  in  the  universal  mill, 
rendering  unnecessary  the  planing  of  the  edges,  except  on  bearing  edges. 
All  steel  was  inspected  at  the  mill. 

The  steel  was  shipped  in  plates  and  bars  to  the  Passaic  Rolling  Mill 
Company's  Works  at  Paterson,  N.  J.,  and  there  made  up  into  parts,  ship- 
ped thence  to  the  site  of  the  work,  erected,  bolted  together,  and  when  free 
from  the  centres,  riveted  up. 


THE  WASHINGTON  BRIDGE. 


31 


The  parts  for  the  East  span  were  brought  to  the  site  by  rail.  For 
the  transportation  of  the  segments — thirteen  feet  deep  and  more  than 
fifteen  feet  long — a  slot  was  cut  in  the  deck  of  a  platform  car  between 
the  trucks,  the  segment  lowered  through  it,  and  supported  from  the  deck 
of  the  car  by  inclined  struts  under  the  upper  flange. 

The  method  adopted  in  the  shop  for  planing  the  joints  of  the  seg- 
ments to  the  proper  angle  was  as  follows  : 

The  planer  being  fixed  in  position,  a  stake  was  placed  in  the  field  out- 
side the  shop  on  the  line  of  action  of  the  machine  prolonged,  at  the  point 
where  the  lines  of  the  joints  of  the  segment  would  intersect.  The  joint 
at  one  end  of  the  segment  being  finished,  the  other  end  was  placed  under 
the  tool,  and  the  segment  was  turned  until  the  finished  end  sighted  exactly 
to  the  stake  planted  in  the  field  several  hundred  feet  from  the  machine. 
As  the  curve  is  a  parabola  and  the  segments  are  of  unequal  lengths,  this 
distance  varied  for  each  of  the  seventeen  segments  in  the  half  arch. 

As  the  segments  composing  the  ribs  were  lifted  from  the  trucks  by 
the  travellers,  they  were  set  in  place  upon  blocking  on  the  false-works, 
bolted  to  the  segment  below,  and  the  lateral  and  sway-bracing  connected. 
The  segments  were  set  to  a  curve  three  inches  higher  at  the  crown  than 
the  intended  rise,  to  allow  for  the  compression  of  the  material  when  the 
centres  should  be  removed. 

When  all  but  the  last  segments  in  each  rib  were  in  place,  the  blocking 
was  removed  and  replaced  by  screws,  the  bottom  and  top  lengths  of  the 
segments  to  be  set  were  accurately  measured,  the  segments  were  finished 
in  the  shop  to  exact  dimensions,  placed,  and  the  supports  at  once  released. 

Most  of  the  field-riveting  was  done  by  machinery,  with  an  Allen 
riveter,  operated  by  compressed  air. 

The  erection  of  the  land  span  (or  No.  2)  was  commenced  September 
I  St;  it  was  swung  clear  of  its  support  on  the  17th  to  21st  of  December. 

Upon  the  closing  of  the  land  span  the  travellers  were  removed  to  the 
river  span,  and  the  erection  of  the  upper  works  upon  the  former  was  car- 
ried on  with  smaller  hoisters. 

Commencing  at  the  crown,  the  posts  were  erected  and  braced  simul- 
taneously in  both  directions,  the  transverse  floor-beams  and  the  longi- 


32  THE  WASHINGTON  BRIDGE. 

tudinal  stringers  set,  and  finally  the  buckle-plates  were  placed  and 
riveted  up. 

Span  No.  i  was  swung  on  the  30th  and  31st  of  March,  1888. 

The  erection  of  the  two  spans  occupied  an  average  of  about  two  hun- 
dred men  from  September  i,  1887,  to  May  11,  1888,  at  which  time  the 
structural  portion  of  the  iron  work  was  complete. 

After  erection  all  cracks  and  open  joints  were  filled  with  a  cement  of 
lead  and  iron  filings,  and  drain-holes  were  cut  in  all  pockets  where  water 
could  lodge. 

All  apparent  iron  and  steel  surfaces  were  painted  an  uniform  gray 
color,  darker  than  the  granite  masonry,  but  in  harmony  with  it. 

The  painting,  commenced  in  September,  was  completed  early  in  De- 
cember,— the  average  force  employed  being  about  50  men. 

When  the  buckle-plates  were  laid,  they  were  painted  with  asphaltum 
varnish  (Trinidad  bitumen  dissolved  in  light  petroleum).  This  was  covered 
with  a  fine  bituminous  concrete  made  with  coal-tar  distillate,  mixed  with 


small  broken  stone  and  sand,  afterward  poured  with  hot  distillate,  and 
pressed  with  hot  irons.  Experience  seems  to  have  shown  that  the  distil- 
lates of  coal-tar  retain  their  properties,  when  we  can  exclude  the  air,  which 
promotes  the  evaporation  of  the  oils  remaining  in  them.  They  are  more 
sensitive  than  the  bitumen  to  the  effects  of  heat  and  cold.  Their  imper- 
meability, however,  may  be  doubted. 

The  buckle-plates  under  the  sidewalks  are  raised  above  those  of  the 
roadway.  The  space  behind  the  curb  was  filled  with  the  fine  concrete 
mentioned,  poured  with  distillate,  and  smoothed  and  pressed  with  heated 
irons ;  nevertheless,  after  the  completion  of  the  bridge,  the  rain  water 
entering  through  the  joints  of  the  flagging,  found  its  way  to  and  through 
the  joint  at  {a).    The  same  thing  may  be  observed  on  the  very  handsome 


THE  WASHING 

(VIEW  OF  ROADW 


PLATE  IX. 


THE  WASHINGTON  BRIDGE. 


33 


Girard  Avenue  bridge  in  Philadelphia,  which  was  first  covered  entirely 
with  a  coat  of  vulcanite,  composed  of  distillate,  Trinidad  asphaltum,  and 
fine  sand.    There  is  a  continuous  leak  under  the  gutter  of  that  bridge. 

Over  the  metal  arches  the  gas-pipes  and  pipes  for  electric  wires  lie  on 
top  of  the  fioor-beams  directly  under  the  balustrade.  They  are  boxed  in 
or  covered  with  non-conducting  material. 

The  connection  of  the  roadway  on  the  metallic  structure  with  the  ma- 
sonry by  means  of  an  expansion  trough  has  already  been  described.  It  was 
expected  that  there  would  be  cracks  in  the  asphalt  surface  over  this  ex- 
panding gutter,  but  these  were  considered  much  less  objectionable  than  the 
ordinary  iron  expansion  plates.  As  a  matter  of  fact,  cracks  did  occur, 
though  in  no  case  so  wide  as  the  corresponding  contraction  of  the  iron. 
They  were  filled  with  soft  asphalt,  but  reappeared  when  a  cold  wave  fol- 
lowed a  warmer  temperature  than  that  which  had  caused  the  crack.  In 
the  warm  summer  weather  the  edges  came  together,  and  the  pressure  con- 
tinuing, they  were  tilted  up,  forming  a  low  ridge  across  the  roadway.  The 
only  objection  to  the  crack  has  been  that  it  was  irregular  and  would  ex- 
tend outside  the  gutter,  giving  water  access  to  the  masonry.  This  may  be 
remedied  by  simple  means.  Since  the  completion  of  the  bridge,  the  ex- 
pansion joints  have  been  renewed  and  a  metal  plate  or  a  smooth  surface 
placed  underneath  the  wearing  part,  in  order  to  permit  the  expansion  of 
the  iron  to  be  taken  up  by  the  stretch  in  a  greater  length  of  asphalt  wear- 
ing-surface. It  has  not  been  a  success  ;  two  cracks  forming  instead  of  one, 
and  they  not  near  the  joint. 

The  cornice  of  the  metal  structure  is  of  cast-iron  built  upon  awrought- 
iron  plate  five-sixteenths  of  an  inch  in  thickness.  It  is  bolted  to  the  ends 
of  the  floor-beams  and  supported  by  intermediate  brackets  five  feet  apart. 

The  water-table  and  the  large  members  of  the  cornice  are  supported  by 
cast-iron  brackets  placed  every  five  feet  and  bolted  to  the  wrought-iron  plate. 

Provision  is  made  for  the  total  expansion  and  contraction  by  cutting 
away  the  return  of  the  granite  cornice  and  extending  the  iron  cornice  into 
it.  The  joint  is  close  upon  the  face  ;  on  top  it  is  covered  with  a  copper 
plate. 

To  allow  for  the  slight  vertical  movement  of  the  end  post  under 


34  THE  WASHINGTON  BRIDGE. 

changes  of  temperature,  the  end  sections  of  the  cornice  are  attached  by 
bolts  in  oval  holes,  the  other  end  being  supported  on  the  masonry  of  the 
piers.  The  base  and  the  rail  of  the  end  panel  of  the  parapet  slide  freely  in 
the  half  posts  of  bronze  fastened  to  the  masonry  parapet.  All  contacts 
with  the  masonry  are  made  by  bronze  parts  to  prevent  discoloration  by 
iron  rust. 

The  lowest  member  of  the  cornice  was  made  a  closed  section  to  pre- 
vent the  collection  of  water  and  dirt,  and  is,  therefore,  cored. 

Both  the  consoles  and  the  dentils  of  the  cornice  were  cast  in  single 
pieces.  They  were  then  placed  in  the  sand,  thus  forming  part  of  the 
mould,  and  the  remaining  metal  poured  around  them  to  complete  the 
member.  All  the  parts  of  the  cornice  were  cast  in  sections  about  five  feet 
long,  faced  off  on  an  emery  wheel,  and  bolted  end  to  end. 

The  posts  of  the  cast-iron  parapet  rest  upon  and  are  bolted  to  the 
transverse  floor-beams,  obtaining  thus  a  firm  support.  The  ornamental 
panels,  dome-cap,  and  base  are  attached  to  the  post  by  countersunk  screws. 

The  base,  the  rail,  and  the  ornamental  filling  were  each  cast  in  one  piece 
for  each  panel  fifteen  feet  in  length. 

A  panel  of  the  parapet  consists  of  three  pieces — a  top  rail,  an  orna- 
mental centre,  and  a  bottom  rail.  The  ornamental  centre,  like  the  other 
members,  was  cast  in  one  length  from  post  to  post.  It  measured  thirteen 
feet  nine  inches  in  length,  and  thirty-six  inches  in  depth,  weighed  one  thou- 
sand three  hundred  and  fifteen  pounds,  and  to  cast  a  panel  required  one 
hundred  and  one  separate  cores. 

The  bronze  ornaments  in  the  panels  are  fastened  with  bronze  tap- 
screws  with  a  cylindrical  head,  conical  on  the  underside,  in  countersunk 
holes.  The  screw  was  driven  home,  the  head  was  sawed  off  and  filed 
down,  leaving  no  trace  of  the  fastening. 

The  gas  and  electric  lamp-posts  are  entirely  of  bronze — fifty-seven  for 
gas  and  fourteen  for  electric  arc-lamps  ;  eight  of  the  latter  also  carry  gas- 
lamps.  Most  of  them  stand  upon  the  posts  of  the  parapet,  which,  on  the 
masonry,  are  drilled  from  top  to  bottom,  and  the  gas-pipe  or  electric  con- 
ductor passed  through  the  granite  block.  The  lamp-posts  are  secured  by 
first  dowelling  to  the  granite  an  angle  frame  of  cast-bronze,  over  which  the 


PLATE  X. 


LAMPS,  PIERS  I.  (II  &  III) 


I 


I 


THE  WASHINGTON  BRIDGE. 


35 


base  of  the  post  is  placed,  and  to  which  it  is  secured  with  countersunk 
bronze  screws.  The  electric  lamps  are  ov^erhung,  carried  by  wire  cords 
over  small  sheaves  in  the  top  of  the  post,  and  counterpoised  by  a  weight 
inside  the  post.  They  may  be  drawn  down  to  the  sidewalk  for  cleaning, 
and  are  connected  with  the  carbons  by  a  flexible  conductor  issuing  from 
the  post  at  about  half  its  height. 

The  work  was  substantially  completed  in  December,  1888.  The 
bronze  lamps  were  finished  after  that  date,  electric  conductors  run,  gas- 
pipes  tested,  etc.,  etc.,  and  in  March,  1889,  the  bridge  was  accepted  from 
the  contractors,  and  the  final  payments  made  to  them.  The  entire  cost 
up  to  that  date  was  as  follows : 

Paid  to  Contractors,  ....  $2,648,784.55 
Engineering  and  Superintendence,  .  .  162,400.00 
Expenses  of  Commissioners'  Office,        .  40,500.00 

The  force  employed  varied  at  different  periods  of  the  work.  The 
average  was  about  five  hundred  men,  rather  more  than  half  being  engaged 
upon  the  masonry.  In  addition  to  this,  the  granite  and  gneiss  were  cut  at 
the  quarries,  the  concrete  stone  was  prepared  at  the  quarry,  and  the  iron 
and  steel  were  made  up  at  the  contractor's  shops. 

The  Act  of  1888  required  the  Commission  to  purchase  and  lay  out 
as  a  public  park  land  one  hundred  and  fifty  feet  in  width  on  each  side  of 
the  bridge.  Owing  to  the  difficulty  of  procuring  the  land,  this  portion  of 
the  work  is  still  incomplete,  although  it  is  in  progress. 


36 


TH-E  WASHINGTON  BRIDGE. 


PERSONNEL. 

The  Hon.  William  J.  McAlpine  was  appointed  Chief  Engi- 
neer soon  after  the  organization  of  the  Commission  in  1885,  and  re- 
tained that  office  until  after  the  contracts  were  signed  and  work  com- 
menced. He  was  then,  at  his  own  request,  relieved  from  duty  as  Chief 
Engineer  and  made  Consulting  Engineer,  which  position  he  held  until  the 
substantial  completion  of  the  work.  He  was  succeeded  by  the  author,  who 
had  been  employed  as  Consulting  Engineer  some  months  previously,  and 
remained  as  Chief  Engineer  until  the  completion  of  the  work. 

Early  in  1886  Mr.  Theodore  Cooper  was  appointed  on  a  special  com- 
mission to  assist  the  Bridge  Commission  in  the  selection  of  a  plan,  and 
was  retained  continuously  as  Consulting  Engineer,  revising  plans  and 
specifications,  and  later,  more  especially  in  charge  of  the  inspection  of 
the  material,  the  construction,  and  erection  of  the  steel  arches. 

Mr.  Edward  H.  Kendall  was  Consulting  Architect. 

Upon  the  commencement  of  actual  work  in  August,  1886,  Mr.  Will- 
iam F.  Shunk  was  made  Resident  Engineer,  which  place  he  resigned  in  the 
latter  part  of  September  of  the  same  year.  Mr.  Alfred  Noble  succeeded 
him  on  the  ist  of  October,  and  during  his  service  all  the  foundations  were 
completed,  including  the  caisson  work  of  pier  H.  The  main  piers  were, 
generally,  completed  to  the  top  of  the  skew-backs  and  ready  for  the  steel 
arches  ;  the  small  piers,  from  which  the  sixty-foot  granite  arches  spring, 
were  carried  up  to  the  impost  courses,  and  the  quarrying,  cutting,  and  deliv- 
ering of  the  arch  stones  commenced.  At  the  end  of  June,  1886,  greatly 
to  my  regret  and  that  of  the  Commission,  he  resigned  to  take  charge  of 
the  foundations  and  erection  of  the  Cairo  bridge  over  the  Ohio,  and  since 
that  time  he  has  been  engaged  upon  the  deep  foundations  in  the  Missis- 
sippi (one  hundred  and  four  feet  below  low  water)  of  the  Memphis  bridge. 

Mr.  John  Bogart,  well  known  as  Secretary  of  the  American  Society 
of  Civil  Engineers  and  State  Engineer  and  Surveyor  of  New  York,  fol- 
lowed him  until  the  completion  of  the  work,  and  he  is  still  charged  with 
making  the  park  adjacent  to  the  bridge. 

The  erection  of  the  steel  arches  was  superintended  personally  by  Mr. 
Watts  Cooke,  the  President  of  the  Passaic  Rolling  Mill  Company,  who 


THE  WASHINGTON  BRIDGE. 


37 


took  up  his  residence  near  the  site  of  the  bridge  during  their  erection. 
The  working  drawings  of  the  metal  work  were  designed  by  Mr.  Frank  A. 
Leers,  Engineer  of  that  Company,  in  consultation  with  Mr.  Cooper,  and 
in  conformity  with  the  specification  and  with  the  general  plan  adopted  by 
the  Commission.  From  them  the  plates  of  the  metal  structure  in  this 
volume  were  chiefly  taken. 

The  original  computations  were  also  made  by  Mr.  Leers  and  revised 
by  Mr.  Cooper.  They  were  not,  however,  available  to  the  author,  and,  as 
weights  had  since  been  modified  to  some  extent,  new  computations  were 
made  for  the  stresses  at  every  second  joint.  The  results  are  given  in  the 
accompanying  tables. 

Mr.  Tierney  also,  contractor  for  masonry,  etc.,  was  in  personal 
charge  of  his  portion  of  the  work,  giving  it  the  closest  attention  from 
the  beginning  until  final  completion  of  the  bridge. 

The  iron  cornice  and  balustrade  were  designed  by  Messrs.  De  Lemos 
&  Cordis,  architects,  for  the  Jackson  Architectural  Iron  Works,  by  whom 
it  was  submitted  in  competition. 

COMMISSIONERS  : 
Jacob  Lorillard,  from  July,  1885. 
Vernon  H.  Brown,  from  July,  1885. 
David  James  King,  from  July,  1885. 

SECRETARY : 
Malcolm  W.  Niven,  from  September,  1885. 

ENGINEERING  DEPARTMENT  : 
William  J.  McAlpine,  Chief  Engineer,  from  September,  1885,  to  August, 

1886;  Consulting  Engineer,  from  August  i,  1886. 
Theodore  Cooper,  Consulting  Engineer,  from  January,  1886. 
William  R.  Hutton,  Consulting  Engineer,  from  April,  1886,  to  August  i, 

1886  ;  Chief  Engineer,  from  August  i,  1886. 
Edward  H.  Kendall,  Consulting  Architect. 

William  F.  Shunk,  Resident  Engineer,  from  August  i  to  Sept.  20,  1886. 

Alfred  Noble,  Resident  Engineer,  from  October  i,  1886,  to  June  30,  1887. 

John  Bogart,  Resident  Engineer,  from  August  i,  1887. 

John  McClellan,  Principal  Assistant  Engineer. 

Bernard  Hufnagel.  Assistant  Engineer  and  Draughtsman. 

George  Devin,  Ass't  Engineer  and  Inspector  of  Erection  of  Metal  Work. 

Edward  RaquE,  Assistant  Engineer. 

George  Leighton      "  " 


THE  WASHINGTON  BRIDGE. 


John  Gartland,  Assistant  Engineer. 

George  H.  Gushing,  "  "         and  Inspector. 

William  N.  Jackson,  "  " 

J.  H.  Gercken,  Assistant  Engineer  on  Cost  of  Work. 

Geo.  J.  BiscHOF,  Assistant  Engineer  and  Computer. 

G.  W.  G.  Ferris,  Jr.,  Inspector  of  Steel  Material. 

F.  W.  Skinner,  Inspector  of  Steel  Material. 

C.  S.  Colby,  Inspector  of  Iron  of  Shop-work,  and  of  Erection. 

Michael  J.  Fenton,  Chief  Inspector  of  Masonry. 

L.  L.  C.  Bartlett,  Inspector  of  Granite  and  Granite-cutting. 

Adolph  a.  Caille,  "  "  "  " 

O.  W.  Vanderbosh,         "  "  "  " 

Arthur  Curran,  Inspector  of  Masonry. 

Joseph  F.  Quinn,  "  " 

John  Thornton,  "  " 

Gerald  McMurray,     "  " 

James  Giblin,  "  " 

John  Young,  "  " 

S.  P.  HuGER,  Inspector  of  Asphalt. 

William  Hughes,  Inspector  of  Painting. 

Jacob  D.  Patterson,  Clerk  ;  Charles  F.  Strohm,  Book-keeper. 

CONTRACTORS  : 
The  Passaic  Rolling  Mill  Company,  and  Myles  Tierney. 

Watts  Cooke,  President  Passaic  Rolling  Mill  Co. 

Frank  A.  Leers,  Engineer  Passaic  Rolling  Mill  Co. 

St.  John  Clarke,  Assistant  Engineer,  Passaic  Rolling  Mill  Co. 

James  Yeardley,  Superintendent  of  Erection. 
Herbert  Steward,  General  Assistant  to  Myles  Tierney. 
Charles  McDermott,  in  charge  of  all  masonry  on  west  side. 
Solon  Andrews,  in  charge  of  receiving  and  distri  buting  of  material,  east  side. 
Bryan  Kelly,  excavation  and  concrete. 
Charles  Sillery,  Foreman  of  Masons. 
Alexander  Whan,      "  " 
John  McGovern,         "  " 
Albert  McDermott,  "  " 

Mr.  Charles  B.  Brush  was  employed  by  Mr.  Tierney  as  Consulting 
Engineer. 

sub-contractors  : 
For  Foundation  of  Pier  II.,  Anderson  &  Barr. 

For  granite,  John  Pierce,  agent  for  the  Bodwell  and  the  Mt.  Waldo 

granite  companies. 
For  iron  cornice  and  balustrade,  bronze  lamps,  etc.,  etc..  The  Jackson 

Architectural  Iron  Works,  George  A.  Just,  Engineer. 
For  asphalt  roadway,   The  Barber  Asphalt  Paving  Company,  F,  V. 

Greene,  Vice-President. 


THE   WASHINGTON  BRIDGE. 


39 


COMPARISON  OF  LARGE  METAL  ARCHES. 

Elevations  to  the  same  scale  are  given  on  Plate  LXIII.  of  all  the 
existing  metal  arch  bridges  which  exceed  500  feet  span.  The  second  and 
third  are  single  track  railway  bridges,  crescent  shaped,  with  hinged  ends 
and  great  depth  at  the  centre.  The  first  is  a  city  street  bridge,  carry- 
ing two  roadways  at  different  lev^els.  Unlike  the  preceding,  it  is  deeper 
at  the  spring  than  at  the  crown,  although  supported  by  a  hinged  bearing 
at  the  extremity  of  the  lower  flange. 

The  St.  Louis  bridge  carries  a  double  track  railway  and  a  street  for 
common  travel  at  different  levels.  The  curved  chords  are  parallel 
throughout  and  the  ends  are  fixed. 

The  Washington  Bridge  carries  only  a  city  street  ;  the  ribs  are  of 
uniform  depth  ;  the  ends  are  articulated  as  in  all  the  others  except  the  St. 
Louis  bridge.  It  alone  has  a  solid  plate  web.  All  the  others  are  braced 
between  the  upper  and  lower  members. 

The  first  three  are  constructed  of  iron.  The  original  plans  of  the 
first  provided  for  the  use  of  446  tons  of  steel  in  a  total  of  3,342  tons 
of  metal.  The  use  of  steel  was  rejected  by  the  examining  commission. 
It  v^as  replaced  with  iron,  adding  i6o  tons  to  the  total  weight  of 
structure. 

The  St.  Louis  bridge  is  constructed  of  cast  steel  of  very  great 
strength,  both  tensile  and  compressive. 


•II3UI  ajBiibs  jod  -sqi 
uodii  U!«.i)s  miiuiixure 

III  if 

guiAora  0)  poap  jo  oi'jBa 

CJ                                      M  MM 

i  :  :    f  f 

-o     S      ^        if  s 

•jaaj  -SuiSnuds  ju 

I  I  I  1  i 

squ  uaaM^aq  aaucisia 

•jaa^   -iiAiOJO  j«  qidaa 

•}aa^   -sopBJiui  oj  asia 

1    &    i      ^  1 

•UBdg  XBH  JoqV^aT 

i 

i 

Two  city  streets  at  dififer- 
ent   levels,    pin  ends, 
braced  web,  j 

Single  track  Railway,  pin 
ends,  braced  web,  i 

Single  track  Railway,  pin 
ends,  braced  web,  ] 

Double  track  Railway  and 
city  street,  fixed  ends, 
braced  web,  ; 

City    street,    pin  ends, 
plate  web,  : 

I 

Douro  R.,  Oporto, 
Portugal, 

Truy&re  R.,  South- 

Douro  R.,  Oporto, 
Portugal, 

Mississippi  R.,  St. 
Louis,  U.  S., 

Harlem    R.,  New 
York,  U.  S. 

1 

1  Luiz  I  

2  Garabit  

3  Pia  Maria.  . 

4  St.  Louis.  . . 

5  Washington. . 

I 


THE  WASH  IN  (I  )N 

(FROM  THE  !|  IIHI 


PLATE  XII 


THE  WASHINGTON  BRIDGE. 


41 


TABLES  OF  STRESSES  IN  THE  METAL  OF  THE  ARCH  RIBS. 

R'  Stress,  pounds  per  square  inch  due  to  bending  moment. 

R''      "  "       "       "       "    tangential  pressures. 

R'"     "  "       "       "       "    variation  of  temperature. 

Resultant  Stresses,  POUNDS  per  sq.  inch  of  Section  =  R' +  R"  +  R'''. 
Re      "  "        on  extrados  or  outer  flange. 

R;      "  "        on  intrados  or  inner  flange. 

—  indicates  compression. 
+  "  tension. 

Extreme  variation  of  temperature  ±  75°  Fahrenheit. 

FORMULA  FOR  COMPUTATION. 

Notation. 

a    =  Half  Span. 

/    =  Half  length  of  arc. 

x,j=  Co-ordinates  of  neutral  axis. 

J    =  Distance  from  origin  to  any  section,  measured  on  neutral  axis. 
£L  =  Area  of  section  of  arch  rib. 

I     =  Moment  of  Inertia  of  same.    i\  t.^  dist.  from  neutral  axis  to  upper  or  lower 
edge  of  rib. 

n    =  Angle  of  tangent  to  neutral  axis  with  horizontal. 

F    =Sum  of  the  vertical  forces,  acting  at  any  point. 

r     =rate  of  dilatation  of  metal  per  degree  of  temperature,  Fahrenheit. 

Q   =  Horizontal  thrust. 

M   =  Bending  moment  due  to  vertical  forces  (computed  as  for  a  straight  beam). 

Qj'  =       "  "  "      horizontal  thrust. 

}x    =  Resultant  bending  moment  =  M  —  Qv. 

D   =  Coefficient  for  hori-zontal  thrust — same  for  all  loads. 

N   =  Tangential  pressure,  i.  e.,  sum  of  projections  of  all  exterior  forces  upon  the 

tangent  at  the  point  x,y  of  neutral  axis. 
P   =  Shear,  i.  e.,  sum  of  projection  of  all  exterior  forces  upon  the  plane  of  the 

section. 

E   =  Modulus  of  elasticity  of  the  material  (assumed  28,000,000). 

J 0  \       J0  a 

Horizontal  thrust,  Q  =   ^  


Or  by  summation,  s  being  the  length  corresponding  to  each  section. 


42 


rUE  WASHLXGTON  BRIDGE. 


I.— STRESSES  IN  ARCH  RIB  CAUSED  BY  DEAD  LOAD. 
Q  =  1,422,600  lbs. 


No.  of 

Bending. 

Tangential. 

Resi 

Joint. 

R'e 

R'i 

R"e 

R". 

Re 

Ri 

--  546 

+  546 

-8346 

-8346 

—8892 

—7800 

3 

— 1060 

+  1060 

—7404 

—7404 

—8464 

—6344 

5 

+1209 

—6675 

-6675 

-7884 

—5466 

7 

— 1182 

+1182 

—6375 

-6375 

—7557 

—5193 

9 

—  966 

+  966 

—6183 

—6183 

—7149 

—5217 

—  745 

+  745 

— 6214 

— 6214 

—6959 

—5469 

13 

—  549 

+  549 

—6444 

—6444 

—6993 

-5895 

15 

—  357 

+  357 

—6737 

—6737 

—7094 

—6380 

17 

—  251 

+  251 

—6856 

—6856 

—7107 

— 6605 

II.— STRESSES  CAUSED  BY  TOTAL  MOVING  LOAD  — (100  LBS.  PER  SQUARE 
FOOT  OF  FLOOR). 
Q  =  502,460  lbs. 


No.  of 

Bending. 

T£ 

ngential. 

Resultant. 

Joint. 

R'e 

R'i 

R"e 

R"i 

Re 

Ri 

—  40.5 

+  40.5 

—2904 

—2904 

—2944 

—2864 

3 

— 106 

+  106 

— 2606 

— 2606 

— 2712 

— 2500 

5 

—195 

+  195 

—2315 

—2315 

— 2510 

— 2120 

7 

+200 

—  2256 

— 2256 

—2456 

— 2056 

9 

—239 

+239 

—2149 

—2149 

—2388 

— 1910 

II 

— 276 

+276 

— 2196 

— 2196 

—2472 

— 1920 

13 

—314 

+314 

—2280 

—2280 

—2594 

—1966 

15 

—346 

+346 

—  2381 

—2381 

—2727 

—2035 

17 

—359 

+359 

— 2421 

—2421 

—2780 

— 2062 

THE  WASHIXGTOX  BRIDGE. 


43 


III.— STRESSES  DUE  TO  MOVING  LOAD  ON  ONE-HALF  THE  SPAN. 


Q  =  251,230  lbs. 


No.  of 

Bending. 

Tangential. 

Resultant. 

Joint. 

R'i 

R"i 

Re 

Ri 

— 1200 

+  1200 

-1579 

—1579 

—  379 

w 

—2921 

+2921 

—1354 

— 13?4 

+  1567 

-3728 

+372S 

— 1176 

— II76 

— 4<)04 

+  2552 

-4548 

+4548 

—1093 

—  5  (.4 1 

+3455 

9 

—4692 

+4692 

— 1016 

+3676 

" 

-4454 

+4454 

—1035 

+3419 

13 

—3744 

+3744 

— 1121 

+2623 

-J 

15 

—2361 

+2361 

— 1204 

+  1157 

17 

—  185 

^  1S5 

— 1211 

-1396 

— 1026 

w 

+  2003 

^2003 

— 1213 

— 1213 

+  790 

— 3216 

+  3419 

—3419 

— 1166 

— 1166 

+  2253 

—4585 

II 

+  4170 

—4179 

— 1115 

— HI  5 

+  3064 

—5294 

9 

+  4448 

—4448 

— 1070 

— 1070 

+  3378 

-^5i8 

7 

+4389 

—4339 

—1087 

—1087 

+  3252 

—5426 

5 

+  3767 

—3767 

— logl 

— 1091 

-(-2676 

—4858 

3 

+  2805 

—2805 

—1 148 

-1148 

+  1657 

—3953 

+  "54 

— 1154 

— 1230 

— 1230 

-  76 

-2384 

IV.— STRESSES  DUE  TO  VARIATION  OF  TEMPERATURE  =  +  75°  F. 
Q  ^  25,240  lbs. 


No.  of 

Bending. 

Tangential. 

Resultant. 

Joint. 

R'e 

R'. 

R"e 

R"i 

Re 

R. 

I 

—  192 

+  192 

— 102 

— 102 

—  294 

+  90 

3 

—  632 

+  632 

—  97 

—  97 

-  -  729 

+  535 

5 

—  926 

+  926 

—  94-5 

—  94-5 

— 1020. 5 

+  831.5 

7 

— 1195 

+1195 

-  96.5 

—  965 

—1291.5 

+1098.5 

9 

—1407 

+  1407 

—  99 

—  99-0 

— 1506 

+  1308 

II 

—1649 

+  J649 

—104 

—104 

—1753 

+  1545 

13 

-1873 

+1873 

— Ill 

— Ill 

—1984 

+1762 

15 

— 2065 

+2065 

—  119  8 

—119 

—2184 

+  1946 

17 

—2142 

+2142 

— 121 

— 121 

— 2263 

44 


THE  WASHINGTON  BRIDGE. 


v.— STRESSES  DUE  TO  DEAD  LOAD,  TOTAL  MOVING  LOAD,  AND  MAXI 
MUM  VARIATION  OF  TEMPERATURE. 


No.  of 

From  Dead  Load. 

Joint. 

Extrados. 

Inirados. 

—8892 

— 7800 

3 

-8464 

—6344 

5 

-7884 

—5466 

7 

—7557 

—5193 

9 

—7149 

—5217 

II 

—6959 

—5469 

13 

—6993 

—5895 

15 

—7094 

—6380 

17 

—7107 

— 6605 

Extrados.  Intrados. 


-2472 
-2594 
-2727 
-2780 


—2864 
— 2500 
— 2120 
—2056 
— 1910 
— 1920 
—1966 
—2035 
— 2062 


Extrados.  Intrados. 


-1984 
—2184 
—2263 


-I- 1762 
+  1946 

-f-202I 


Extrados.  Intrados. 


— 12130 
—1 1903 
— 11414 
—1 1304 


—12005 
— 12150 


VI.— STRESSES  DUE  TO  DEAD  LOAD,  MOVING  LOAD  ON  HALF  SPAN,  AND 
MAXIMUM  VARIATION  OF  TEMPERATURE. 


No.  of 

Dead  Load. 

Moving  Load  on 
Half  Span. 

Temp. 

-75°  F. 

Resultant. 

Resultant 

Joint. 

Extrados. 

Intrados. 

Extrados. 

Intrados. 

Extrados. 

Intrados. 

Extrados. 

Intrados. 

Intrados. 

A 

3 
5 
7 
9 

13 
15 
17 

15' 
13' 
1 1' 
9' 
7' 
5' 
3^ 

B 

—8892 
—8464 
—7884 
—7557 
—7149 
—6959 
—6993 
—7094 
—7107 
—7094 
—6993 
—6959 
—7149 
—7557 
—7884 
—8464 
— 8892 

— 7800 
—6344 
-5466 
—5193 
—5217 
—5469 
—5895 
—6380 
—6605 
—6380 
-5895 
—5469 
—5217 
—5 '93 
—5466 
—6344 
—7800 

—2779 
—4275 
-  4904 
—5641 
—5708 
—5489 
-4865 
—3565 
—1396 
+  790 
+  2253 
+  3064 
+  3378 
+  3252 
+  2676 
+  1657 
+  76 

—  379 
+  1567 
+  2552 
+  3455 
+3676 
+  3419 
+  2623 
+  '157 
— 1026 
— 3216 
—4585 
—5294 
-5518 
—5426 
-4858 
--3953 
—2384 

—  294 

—  729 

—  1020 
— 1291 
-1506 
—1753 
—1984 
—2184 
—2263 
-2184 
-1984 
—1753 
— 1506 
— 1291 

—  729 

—  294 

+  90 
+  535 
+  831 
+  1098 
+  1308 
+  1545 
+  1762 
+  1946 
+  2021 
+  1946 
+  1762 
+  1545 
+  1308 
+  1098 
+  831 
+  535 
+  90 

—1 1965 
-13468 
—13808 
—14489 
—14363 
— 14201 
—13842 
-12843 

—  8488 

—  6724 

—  5648 

—  5277 

—  5596 

—  6228 

—  7536 

—  8089 

—  4242 

—  2083 

—  640 

—  233 

—  505 

—  1510 

—  3277 

—  5610 

—  7650 

—  8718 

—  9218 

—  9427 

—  9521 

—  9493 

—  9762 
—10094 

—  8473 

—  5506 

—  3934 

—  3029 

—  3047 

—  3803 

—  5256 

—  7407 

—  9894 
— 11780 

—  12464 
-12516 
— 12241 
— 11910 
—1 1344 
— I 1026 
— 10478 

THE  WASHINGTON  BRIDGE. 


45 


Computed  variation  of  rise  under  maximum  variation  of  temperature,  .       .  2".496 
Observations  were  made  of  the  variations  of  rise  under  different  variations 
of  temperature,  and  of  the  change  of  angle  at  the  pin  due  to  the 
same  cause.    The  mean  of  the  observations  indicated  a  variation  of 
rise  per  degree  of  temperature  of    .......       .  o".o53 

Angle  at  pin,  per  degree  0.00001923 

Computed  deformation  of  the  arch  due  to  half  the  span  being  loaded. 

At  9th  joint,  loaded  side — Horizontal  +  i''-3o.    Unloaded  side,  -|-  \" .2^^. 

Vertical      —  2".3i.  -f  V.-^o. 

Pressure  on  timber  of  caisson,  foundation  of  Pier  II.,  11 1.6  pounds  to  the  sq.  inch. 


The  method  of  M.  Henri  de  Dion  for  computing  the  resistance  and 
deformation  of  a  beam,  either  straight  or  curv^ed,  consists  in  the  substitution 
of  measurements  by  planimetre  for  the  arithmetical  computations,  some- 
times very  long,  that  are  otherwise  required. 

The  formulae  for  deflections  due  to  bending  moments  are  the  follow- 
ing: 

These  require  that  the  section  with  reference  to  which  Ax  or  Ay  is 
calculated,  should  have  an  invariable  position.  When  the  load  is  sym- 
metrical the  section  at  the  key  fulfils  this  condition. 

On  a  line  A  B,  the  neutral  axis  developed,  we  lay  ofif  as  ordinates  the 
quantities  at  each  point,  and  draw  the  curve  through  their  extremities. 
The  surface  comprised  between  the  line  A  B  and  the  curve  of  g^,  meas- 
ured with  the  planimetre,  gives  the  total  angular  movement,  counting  as 
positive  the  surface  above  the  line,  and  negative  that  which  is  below. 

From  this  surface,  and  on  a  plane  perpendicular  to  it,  we  lay  off  the 
values  of  y  (or  x)  corresponding  to  each  section  and  we  obtain  volumes 
having  the  surface  for  base  and  for  heights  the  ordinates  j  (or  .r) —  positive 
when  they  correspond  to  positive  angular  movements  and  to  positive  ordi- 
nates. The  sum  of  the  volumes  for  one  curve  gives  the  total  horizontal 
(or  vertical)  displacement. 


46 


THE  WASHINGTON  BRIDGE. 


For  the  displacement  of  any  other  point  whose  ordinates  are  x',  y' , 
X'  —  X,  andy — y  must  be  substituted  for  x  and  and  the  curve  of  ~ 
is  used  only  so  far  as  the  point  x  y. 

If  the  load  is  not  symmetrical  about  the  key  the  section  at  that  point 
does  not  remain  vertical.  In  that  case  the  arch  is  supposed  to  be  fixed  at 
one  end  and  the  displacement  of  the  different  points  ascertained  as  before. 
But  the  free  end  of  the  arch  may  come  above  or  below  its  proper  place, 
and  a  graphic  projection  is  needed  to  bring  it  to  its  true  position. 

As  this  method  of  volumes  is  not  suited  to  planimetric  measurement, 
MM.  Molinos  and  Seyrig  suggest  a  further  simplification — the  graphical 

multiplication  of      by  ji:  ox  y,  as  shown  by  the  construction  at  Section  ii 

of  Fig.  I,  Plate  LXII.  The  value  of  x'  —  x  =  {2a  —  x^  is  plotted  at  any 
convenient  angle  with  the  vertical,  and  upon  it  a  length  equal  to  unity  is 

taken.  From  this  point  to  the  corresponding  a  line  is  drawn  ;  a  par- 
allel to  this  line  from  the  end  of  the  oblique  ordinate  {2a  —  x')  intersects 
the  vertical  at  a  distance      {2a  —  x^  from  the  base.    The  operation  being 

repeated  for  each  point,  the  surfaces  so  formed,  measured  with  the  plani- 
metre,  give  the  volumes  that  would  have  been  obtained  by  direct  compu- 
tation. 

De  Dion's  method  is  not  convenient  for  computing  deflections  of 
intermediate  points  under  unsymmetrical  loads,  as  it  requires  a  separate 
construction  for  each  point.  It  is  better  in  such  cases  to  recur  to  direct 
computation.     The  method  indicated  in    Fig.   2,    gives  approximate 

results.    The  quantity      for  each  section  (which  may  be  measured  from 

the  curve  given),  is  laid  off  from  the  tangent  of  the  preceding  section  and 
extended  to  the  vertical  through  the  free  end  of  the  arch  rib  B.  The 
curve  terminates  at  B',  the  position  the  free  end  of  the  arch  would  take 
under  the  conditions  assumed,  and  the  real  deflections  are  measured  from 
the  line  A  B'.  That  this  is  only  approximate  is  due  to  the  necessary  dis- 
tortion of  the  figure.  Deflections  here  referred  to  are  those  due  to  the 
bending  moments.    To  them  must  be  added  for  tangential  compression  : 


THE  WASHINGTON  BRIDGE. 


47 


CONDENSED    STATEMENT    OF    QUANTITIES    AND    COST    OF    THE  PRINCIPAL 
CLASSES  OF   WORK,  ETC.,  IN   THE  COMPLETED  BRIDGE. 


Quail  tily. 

Cost. 

Dressed  granite  in  piers,  . 

8,358  cubic  yards, 

$203, 101.22 

Granite  cornice  and  parapet, 

2,300 

201 ,244.50 

Voussoirs  of   arches  —  dressed 

granite  and  gneiss  

i5'49i 

248,392.74 

Ashlar    facing  —  granite  and 

gneiss,  

16,545 

174,761.50 

29,348 

161,052.00 

Earth     excavation,  including 

deep  foundations  and  founda- 

tions less  than  22  feet  under 

mean  high  water  

31.219 

80,048.40 

26,504 

29,2  1 1. 1 2 

12,815 

7.538.00 

61,180  pounds. 

82,618.95 

Flapfffinsf  

151,078  square  feet. 

AO,  Z.  76  Q  ^ 

6  166  linear  feet 

6.55  7-50 

v_ras-pipes  and  pipes  tor  electric 

8.033 

4,940'6o 

Cjas  lamps  with  bronze  posts, 

73 

1 6,062.30 

Electric  lamps  on  bronze  posts. 

1 1,228.00 

Foundation  for  pier  II.,  more 

than  22  feet  below  mean  high 

water,  

4,052  cubic  yards. 

182,353.50 

Steps  and  platform,  .... 

1,663  linear  feet. 

4'9io-75 

Asphalt     roadway,  including 

3,656  cubic  yards  of  bitumin- 

13,742  square  yards. 

62,782.30 

Portland  cement  (cost  in  excess 

of  the  cost  of  Rosendale  ce- 

ment,— the  latter  estimated  at 

$1  per  barrel),   

23.995  barrels, 

32.355-25 

Rosendale  and  other  American 

cements   (price   included  in 

39.487  " 

Steel  in  arch  ribs  and  bracing,  . 
Iron  in  posts,  bracings,  and  floor, 

7,549,606  pounds,  ]^ 
5,927,816      "  ) 

777,359.00 

Cast  and  wrought  iron  in  cor- 

nice and  balustrade,      .    .  . 

1.233-874 

132,260.00 

For  specific  prices,  see  schedule,  page  76. 

48 


THE  WASHINGTON  BRIDGE. 


Note. — The  data  av^ailable  when  the  original  plans  were  prepared  in- 
dicated a  rock  foundation  for  pier  II.  at  22  feet  below  mean  high  water. 
An  additional  price  was  inserted  in  the  contract  to  provide  for  the  greater 
depth  made  known  by  subsequent  borings.  The  cost  to  the  city  of  the 
foundation  of  pier  II.  below  the  level  of  mean  high  water  was,  for  7,726 
cubic  yards  of  masonry  and  timber  sunk  to  40.6  feet  below  high  water, 
$30.64  per  cubic  yard. 


WAGES  PAID. 


Foreman  (General), 

Foremen, 

Masons,  . 

Stonecutters, 

Drillers,  . 

Laborers, 

Blacksmith, 

"  helper. 
Engine  drivers. 
Carpenters, 
Foreman  of  painters. 
Painters, 
Carts, 
Wagons, 


$7.00  t 


CONTRACT  AND  SPECIFICATIONS 

FOR   THE  CONSTRUCTION 

OF  THE 

HARLEM   RIVER  BRIDGE. 


CHAPTER  487.     LAWS  OF  1885  AND  1888. 


CHAPTER  487 


AN  ACT  to  provide  for  the  Construction  of  a  Bridge  over  the  Harlem  River  in 
the  City  of  New  York. 
Passed  June  11,  1885  ;  three-fifths  being  present. 
The  People  of  the  State  of  New  York,  represented  in  Senate  and  Assembly,  do  enact 
as  follows  : 

Section  i.  The  Mayor,  the  Comptroller  and  the  President  of  the  Board  of 
Aldermen  of  the  City  of  New  York,  are  hereby  authorized  to  appoint  three  compe- 
tent persons  Commissioners,  to  construct  a  suitable  bridge  for  the  passage  of  per- 
sons, animals,  vehicles  and  traflfic  across  the  Harlem  River  in  said  City,  at  a  point 
measured  along  the  easterly  water  line  of  said  river,  distant  about  fifteen  hundred 
feet  north  of  High  Bridge,  and  where  the  land  on  both  sides  of  said  river  for  the 
approaches  to  a  bridge  has  already  been  acquired  by  said  City.  Said  Commis- 
sioners, when  appointed,  shall  immediately  proceed  to  construct  said  bridge. 

Sec.  2.  Said  Commissioners  shall  hold  office  till  such  bridge  is  completed, 
which  shall  be  within  three  years  from  the  passage  of  this  Act.  Said  Commis- 
sioners shall  not  receive  any  salary  or  other  compensation,  but  may  provide  all 
necessary  materials  and  employ  such  persons  as  they  may  deem  necessary  for  the 
work  of  constructing  said  bridge,  and  fix  their  compensation.  In  case  a  vacancy 
shall  occur  in  the  ofifice  of  such  commission  by  death,  resignation  or  otherwise,  the 
officers  mentioned  in  the  first  section  shall  appoint  a  person  to  fill  such  vacancy. 

Sec.  3.  Said  bridge  shall  be  constructed  of  stone,  steel  or  iron,  or  of  one  or  more 
of  these  materials  ;  shall  in  its  width  for  passage  be  not  less  than  eighty  feet  ;  and 
the  grade  thereof  shall  be  at  an  elevation  not  less  than  one  hundred  and  forty-five 
feet  above  mean  high-water  mark  of  said  river.  Said  bridge  shall  always  be  free 
for  the  passage  of  persons,  animals,  vehicles  and  traffic,  and  when  completed  shall 
be  kept  and  maintained  in  good  order  and  repair  by  the  Department  of  Public 
Works  of  said  City. 

Sec.  4.  The  Board  of  Estimate  and  Apportionment  of  the  City  of  New  York, 
shall,  on  the  requisition  of  said  Commissioners,  specify  the  amount  needed  in  any 
calendar  year  for  the  work  of  constructing  said  bridge,  raise  such  amount  by  taxa- 
tion on  the  real  and  personal  property  liable  to  taxation  in  said  City.  The  Comp- 
troller of  said  City  shall  pay  from  such  moneys  upon  vouchers  certified  by  said 
Commissioners,  in  form  to  be  approved  by  said  Comptroller,  the  cost  of  the  mate- 


52 


THE  WASHINGTON  BRIDGE. 


rials,  labor  and  services  required  in  the  constructing  of  said  bridge,  and  the  neces- 
sary expenses  connected  therewith.  The  said  Board  of  Estimate  and  Apportion- 
ment is  hereby  authorized  to  use  any  unexpended  balance  for  any  year  prior  to  the 
year  1885,  toward  the  payment  of  the  cost  of  constructing  said  bridge,  and  also  to 
provide  the  necessary  moneys  for  the  construction  of  said  bridge,  or  any  part 
thereof,  by  the  issue  of  bonds  of  said  City  whenever  said  bonds  can  be  issued  with- 
out violating  the  provisions  of  the  Constitution  of  this  State ;  and  whenever  such 
cannot  be  so  issued,  then  the  moneys  necessary  for  such  construction  shall  be  pro- 
vided by  taxation,  as  provided  in  the  next  preceding  section. 
Sec.  5.  This  Act  shall  take  effect  immediately. 

State  of  New  York.    G.  O.  350.    No.  963.    Int.  759. 
IN  ASSEMBLY. 

March  5,  1888. 

AN  ACT  to  provide  for  acquiring  and  improving  lands  adjoining  the  bridge  in 
course  of  construction  over  the  Harlem  River,  under  chapter  four  hundred 
and  eighty-seven,  laws  of  eighteen  hundred  and  eighty-five. 

The  People  of  the  State  of  Neiv  York,  represented  in  Senate  and  Assembly,  do  enact 
as  follows  : 

Section  i.  The  commissioners  appointed  under  the  provisions  of  said  chapter 
four  hundred  and  eighty-seven  of  the  laws  of  eighteen  hundred  and  eighty-five, 
shall  have  power  to  acquire,  in  the  name  of  the  mayor,  aldermen  and  commonalty 
of  the  city  of  New  York,  by  agreement  with  the  owners  thereof,  all  or  any  por- 
tion of  the  lands,  not  exceeding  one  hundred  and  fifty  feet  in  width,  adjacent  to 
the  northerly  and  southerly  lines  of  the  lands  heretofore  taken  for  said  bridge, 
between  Boscobel  and  UnderclifT  avenues  and  Tenth  avenue  and  adjacent  to  said 
southerly  line  between  Aqueduct  avenue  and  Undercliff  avenue ;  payment  for 
lands  so  purchased  and  for  the  improvement  thereof,  and  the  other  works  here- 
inafter provided  for,  shall  be  made  in  the  same  manner  in  which  payments  are 
directed  to  be  made  by  said  chapter  four  hundred  and  eighty-seven,  laws  of 
eighteen  hundred  and  eighty-five. 

§  2.  Said  commissioners  shall  have  power  to  fence,  lay  out,  grade  and  other- 
wise improve  the  lands  so  acquired,  and  any  other  lands  belonging  to  the  city, 
lying  within  one  hundred  and  fifty  feet  of  the  lands  taken  for  said  bridge,  and 
when  so  fenced  and  improved,  the  said  lands  shall  be  kept  and  maintained  as 
public  parks,  except  as  provided  in  the  next  section  of  this  act. 

§  3.  Upon  and  over  the  lands  to  be  acquired  on  the  south  of  the  lands 
already  taken  for  said  bridge,  between  Aqueduct  avenue  and  Undercliff  avenue, 
said  commissioners  shall  have  power  to  lay  out,  sewer,  pave,  grade,  flag  and 
otherwise  improve  a  public  highway  or  street  to  connect  Aqueduct  avenue  and 
Undercliff  avenue,  and  shall  make  suitable  and  proper  means  of  access  from  said 
street  to  the  said  bridge. 


THE   WASHINGTON  BRIDGE. 


53 


§  4.  The  said  commissioners  shall  have  power  to  change  the  lines  and  grades 
of  said  Undercliff  avenue  and  of  Boscobel  avenue  to  conform  to  the  eastern- 
most arch  of  said  bridge  within  a  distance  of  five  hundred  feet  of  said  bridge, 
and  to  acquire  in  manner  aforesaid  the  lands  necessary  therefor,  and  to  grade, 
pave  and  otherwise  improve  the  said  avenues  for  public  use  as  highways. 

§  5.  When  said  commissioners  shall  have  fully  completed  the  bridge  pro- 
vided for  in  said  chapter  four  hundred  and  eighty-seven,  laws  of  eighteen  hun- 
dred and  eighty-five,  and  the  parks  and  highways  provided  for  in  this  act,  they 
shall  file  a  map  thereof  in  the  department  of  public  parks  of  the  city  of  New 
York  ;  and  thereafter  said  bridge  from  Tenth  avenue  to  Aqueduct  avenue,  and 
the  parks  and  highways  shall  be  kept  and  maintained  as  public  parks  and  high- 
ways by  said  department  of  public  parks,  and  for  no  other  purpose. 

§  6.  This  act  shall  take  effect  immediately. 


^IxiS  ^QVtCnXCntf  made  this  14th  day  of  July,  one  thousand  eight  hun- 
dred and  eighty-six,  by  and  between  Jacob  Lorillard,  Vernon  H.  Brown  and 
David  James  King,  as  Commissioners  appointed  and  acting  under  an  act  of  the 
Legislature  of  the  State  of  New  York,  entitled  "  An  Act  to  Provide  for  the  Con- 
struction of  a  Bridge  over  the  Harlem  River  in  the  City  of  New  York,"  being 
Chapter  487  of  the  Laws  of  1885,  and  hereinafter  called  the  "Commissioners," 
parties  of  the  first  part,  and  The  Passaic  ROLLING  Mill  Company,  a  corporation 
created  and  existing  under  the  laws  of  the  State  of  New  Jersey,  and  Miles  Tier- 
NEY,  of  Jersey  City,  in  the  State  of  New  Jersey,  hereby  binding  themselves  jointly 
and  severally  and  hereinafter  called  the  "  Contractors,"  parties  of  the  second  part, 
WITNESSETH,  as  follows  : 

First. — The  Contractors,  in  consideration  of  the  sum  of  two  millions  and  fifty- 
five  thousand  dollars,  to  be  paid  in  the  manner  hereinafter  provided,  shall  and  will 
furnish  and  provide  all  necessary  materials  and  labor  for  the  construction  and  com- 
pletion of,  and  shall  and  will  construct,  finish  and  complete,  ready  for  use  and 
operation,  the  entire  bridge  to  be  erected  over  the  Harlem  River  at  One  Hundred 
and  Eighty-first  street  in  the  City  of  New  York,  pursuant  to  the  provisions  of  the 
act  of  the  Legislature  of  the  State  of  New  York,  entitled  "An  Act  to  Provide  for 
the  Construction  of  a  Bridge  over  the  Harlem  River  in  the  City  of  New  York," 
being  Chapter  487  of  the  Laws  of  1885.  The  said  Contractors  shall  furnish  all  of 
said  materials  and  perform  all  of  said  labor,  and  fully  construct,  finish  and  complete 
said  bridge  in  strict  conformity  to  the  preliminary  plans  and  specifications  hereto 
annexed,  marked  Schedule  "  A,"  and  the  strain  sheet  submitted  by  the  Contractors, 
and  annexed  hereto,  marked  Schedule  "  B,"  and  in  strict  conformity  to  the  working 
drawings  to  be  made  or  approved  by  the  engineer  of  the  Commissioners,  as  herein- 
after provided,  and  fully  complete  and  deliver  the  said  bridge  in  all  its  parts  ready 
for  use  and  operation  in  a  thorough,  workmanlike  and  substantial  manner,  on  or 
before  the  eleventh  day  of  June,  1888,  to  the  full  satisfaction  of  the  Commissioners. 

Second. — It  is  mutually  understood  and  agreed  that  the  Commissioners  may  at 
any  time  vary,  alter,  modify  or  amend  the  said  preliminary  plans  and  specifications, 
and  in  case  by  reason  of  any  such  change  the  quantity  of  any  kind  or  class  of  work 
shall  be  increased  beyond  the  amount  thereof  required  by  the  said  preliminary 
plans  and  specifications,  then  and  in  each  such  case  the  Contractors  shall  receive 
payment  for  such  increased  quantity  at  the  rates  set  forth  in  the  schedule  hereto 
annexed,  marked  "  C,"  in  addition  to  the  said  sum  of  $2,055,000.  And  in  case,  by 
reason  of  any  such  change,  the  quantity  of  any  kind  or  class  of  work  shall  be  di- 


THE  WASHINGTON  BRIDGE. 


55 


minished  from  the  amount  thereof  required  by  the  said  plans  or  specifications,  then 
and  in  every  such  case,  the  said  sum  of  $2,055,000  shall  be  diminished,  according  to 
the  rates  set  forth  in  said  last  mentioned  schedule.  In  case  there  shall  be  by  rea- 
son of  any  such  change  an  increase  or  decrease  in  quantity  of  any  kind  or  class  of 
work  not  specified  in  said  Schedule  "  C,"  then  there  shall  be  added  to  or  deducted 
from  said  sum  of  $2,055,000,  as  the  case  may  be,  such  sum  as  shall  be  certified  by 
the  engineer  as  the  cost  of  such  increase  or  decrease  in  quantity.  In  every  case 
the  increase  or  decrease  in  quantity  of  any  kind  or  class  of  work  shall  be  conclu- 
sively fixed  by  the  final  estimate  of  the  engineer  to  be  certified  to  the  Commis- 
sioners. 

Third. — The  Commissioners  agree  to  pay  to  the  Contractors  the  consideration 
hereinbefore  expressed  in  the  following  manner:  On  or  before  the  fifth  day  of  each 
month  the  engineer  shall  estimate  the  proportion  which  the  work  done  and  mate- 
rial furnished  during  the  preceding  months  shall  bear  to  the  whole  amount  of  work 
to  be  done  and  material  to  be  furnished  under  this  contract,  and  shall  thereupon 
certify  to  the  Commissioners  that  the  work  embraced  within  said  estimate  has  been 
done  in  accordance  with  the  specifications,  and  shall  also  certify  the  amount  due  to 
the  Contractors  for  such  preceding  month.  The  Commissioners  shall  thereupon 
audit  the  said  statement  and  certificate,  and  upon  being  satisfied  of  its  correctness, 
and  that  the  Contractors  have  in  all  respects  complied  with  this  contract,  then  said 
Commissioners  shall,  on  or  before  the  12th  day  of  the  month,  pass  and  forward  to 
the  Comptroller  of  the  City  of  New  York,  for  payment,  a  proper  voucher,  in  form 
to  be  approved  by  said  Comptroller,  in  favor  of  the  said  Contractors,  for  ninet)'  per 
cent,  of  the  amount  which  shall  be  shown  by  said  certificate  to  be  due  to  the  Con- 
tractors. The  above  mentioned  estimates  and  certificates  of  the  engineer  shall  be 
deemed  approximate  and  provisional  only,  and  any  error  in  any  of  said  estimates 
or  certificates  may  be  corrected  by  the  engineer  in  any  subsequent  estimate  or  cer- 
tificate. In  case  any  statement  or  certificate  herein  provided  for  shall,  in  the  opin- 
ion of  the  Commissioners,  be  incorrect,  or  require  alteration  or  explanation,  then 
the  same  may  be  returned  to  the  engineer  for  such  alteration,  correction  or  explana- 
tion, and  the  time  for  auditing  the  same  shall  be  extended  until  one  week  after  a 
corrected  or  altered  statement  and  certificate  shall  be  received  by  the  Commis- 
sioners. 

Fourth. — Detailed  working  drawings  of  the  metal  work  shall  be  furnished  by 
the  Contractors,  embodying  any  changes  or  modifications  of  the  preliminary  plans 
and  specifications  hereto  annexed  which  the  Commissioners  shall  require.  Such 
detailed  drawings,  when  approved  by  the  engineer  of  the  Commissioners,  and  any 
further  drawings  of  masonry  work  made  by  the  engineer,  shall  constitute  a  part  of 
this  agreement,  and  the  work  shall  be  made  to  conform  to  the  same.  It  is  further 
agreed  by  the  Contractors  that  any  change  or  alteration  of  the  said  plans  or  speci- 
fications shall  not  affect  the  price  herein  specified  to  be  paid  for  said  work,  nor  shall 
any  claim  for  "  extras,"  or  increased  or  other  compensation,  be  made  by  the  Con- 
tractors for  or  by  reason  or  on  account  of  any  such  change  or  modification,  or  any 


56 


THE  WASHINGTON  BRIDGE. 


difference  thereby  occasioned  in  the  nature,  cost  or  expensiveness  of  the  work, 
except  only  as  in  the  second  article  hereof  expressly  provided. 

Fifth. — And  it  is  further  understood  and  agreed  that  all  work  provided  to  be 
done  under  this  agreement  shall  be  of  the  best  character,  and  shall  be  made  com- 
plete and  satisfactory  before  acceptance,  and  all  material  shall  be  fully  inspected 
and  tested  by  the  engineer  or  his  deputies  before  going  into  said  bridge  ;  but  such 
inspection  and  tests  shall  not  release  the  Contractors  from  liability  to  make  good 
any  defects  in  such  materials  then  or  afterwards  discovered  ;  and  it  is  expressly 
understood  and  agreed  that  such  inspection  and  tests  shall  be  made  at  such  times 
and  in  such  manner  as  not  to  delay  the  progress  of  the  work. 

Sixth. — And  it  is  further  understood  and  agreed  that  the  engineer  shall  at  all 
times  have  easy  and  ample  access  to  said  bridge  and  all  parts  of  the  work,  and  to 
the  materials  in  the  possession  of  the  Contractors,  and  shall  have  assistance  as  he 
may  require  from  the  Contractors  in  testing,  examining,  inspecting  and  supervising 
the  work  provided  to  be  done  by  this  agreement,  and  said  Commissioners  shall 
have  the  right  to  place  such  inspectors  on  said  bridge  and  in  the  workshops,  &c., 
as  they  may  see  fit,  who  shall  be  afforded  by  the  Contractors  every  facility  for  per- 
forming their  duties. 

Seventh. — And  it  is  further  understood  and  agreed  that,  except  as  in  this 
contract  otherwise  provided,  no  omission  in  this  contract  or  in  the  specifications  for 
said  bridge,  nor  any  failure  or  omission  on  the  part  of  the  Commissioners,  or  any 
of  their  officers  or  agents,  nor  any  failure  to  inspect  or  examine,  nor  any  exercise  of 
the  power  or  the  right  to  inspect,  examine  or  test,  nor  acceptance  of  any  work  or 
material  express  or  implied,  nor  any  allowance  of  the  same  in  said  bridge,  shall 
be  held  to  absolve  said  Contractors  from  the  responsibility  and  liability  of  com- 
pleting and  delivering  said  bridge  as  a  whole  and  of  every  part  thereof,  to  the  full 
satisfaction  of  the  Commissioners  and  in  accordance  with  the  requirements  of  this 
agreement. 

Eighth. — It  is  further  understood  and  agreed  that  the  Contractors  shall  have 
the  right  to  sublet  any  part  of  the  work  to  be  performed  under  this  contract,  but 
only  with  the  written  consent  of  the  Commissioners,  but  such  subletting  shall  not 
release  the  Contractors  from  any  obligations  imposed  by  law  or  the  terms  of  this 
contract. 

Ninth. — And  it  is  further  understood  and  agreed  that  the  Contractors  shall 
promptly  pay  the  men,  laborers  and  sub-contractors  employed  on  said  bridge,  and 
also  for  the  materials  used  therein,  and  in  case  any  moneys  due  therefor  in  any 
month  shall  remain  unpaid  at  the  time  of  the  making  by  the  engineer  of  the  esti- 
mate of  the  work  done  and  materials  furnished  during  the  succeeding  month,  the 
Commissioners  may  pay  the  amount  so  due  to  said  men,  laborers  or  sub-contractors, 
or  for  such  materials,  and  deduct  the  same  from  the  amount  of  the  voucher  to  be 
given  to  the  Contractors  upon  said  estimate,  or  from  any  moneys  due  or  to  grow 
due  to  them  under  this  agreement,  and  the  receipts  taken  therefor  shall  be  full  dis- 
charges and  acquittances  in  settlement  with  said  Contractors. 


THE  WASHINGTON  BRIDGE. 


57 


Tenth. — It  is  further  understood  and  agreed  that  if  the  work  to  be  done  under 
this  agreement  shall  be  abandoned  by  the  Contractors,  or  if  this  contract  shall  be 
assigned,  whether  by  the  act  of  the  Contractors  or  by  the  operation  of  law,  or  if 
the  same,  or  any  part  of  the  work,  shall  be  sublet  without  the  written  consent  of 
the  Commissioners,  or  if  at  any  time  the  engineer  shall  be  of  the  opinion,  and  shall 
so  certify  in  writing  to  the  Commissioners  that  the  said  work  or  any  part  thereof 
is  unnecessarily  or  unreasonably  delayed  by  the  Contractors,  or  that  they  are  wil- 
fully violating  any  of  the  provisions  of  this  agreement,  or  of  the  specifications  for 
said  work,  or  fulfilling  the  said  contract  in  bad  faith,  then  the  Commissioners,  after 
giving  ten  days'  notice  in  writing  to  the  Contractors,  may  notify  the  Contractors  to 
discontinue  the  work,  or  such  part  thereof  as  may  be  designated,  and  said  Com- 
missioners shall  thereupon  have  power  to  make  a  contract  or  contracts  with  any 
person  or  persons  for  the  completion  of  said  work,  or  such  designated  part  thereof, 
or  to  employ  such  and  so  many  persons,  and  obtain  by  purchase  or  hire  such  ani- 
mals, carts,  wagons,  implements  or  tools  as  said  engineer  may  determine  to  be 
necessary  to  complete  the  same,  and  to  use  such  material  as  may  be  found  at  the 
work,  and  may  procure  other  material  for  the  completion  of  said  work,  and  charge 
to  the  Contractors  the  cost  and  expense  of  such  labor,  materials,  animals,  carts, 
wagons,  implements  and  tools,  and  such  cost  and  expense  shall  be  deducted  from 
any  moneys  due  or  to  grow  due  to  the  Contractors  under  this  agreement,  and  in 
case  such  moneys  shall  not  be  sufficient  to  pay  for  the  same,  the  Contractors  shall 
be  liable  for  and  shall  pay  the  deficiency. 

Eleventh. — The  work  under  this  agreement  is  to  be  prosecuted  at  and  from 
as  many  different  points,  at  such  times  and  in  such  part  or  parts  of  the  work,  and 
with  such  force  as  the  said  Commissioners  by  their  engineer,  may  from  time  to  time 
determine,  at  each  of  which  points  an  inspector  may  be  placed  to  supervise  the  same. 

Twelfth. — The  Contractors  shall  and  will  clean  off  all  surplus  materials,  sand, 
dirt  and  rubbish  from  said  work  and  the  right  of  way,  and  from  the  land  mentioned 
in  the  Twenty-first  Article  hereof,  within  thirty  days  after  the  work  shall  have  been 
completed  ;  and  the  work  will  not  be  accepted  as  completed  until  the  same  shall 
have  been  removed  to  the  satisfaction  of  the  engineer.  And  upon  the  full  comple- 
tion of  the  work  embraced  in  this  agreement,  the  Contractors  will  be  required  to 
file  in  the  office  of  the  said  Commissioners  a  certificate,  signed  by  the  engineer,  to  the 
effect,  that  the  stipulations  relative  to  the  removal  of  all  surplus  materials,  sand, 
dirt  and  rubbish  from  the  line  of  the  work  and  the  right  of  way  and  land  above 
named  have  been  faithfully  complied  with,  and  the  final  payment  to  the  Contrac- 
tors shall  not  be  made  until  after  such  certificate  shall  have  been  filed. 

Thirteenth. — All  loss  or  damage  arising  out  of  the  nature  of  the  work  to  be 
done  under  this  agreement,  or  from  any  unforeseen  or  unusual  obstructions  or  diffi- 
culties which  may  be  encountered  in  the  prosecution  of  the  same,  or  from  the 
action  of  the  elements,  is  to  be  sustained  by  the  Contractors  aforesaid  ;  and  in  case 
any  work  shall  be  done  in  such  manner  as  to  require  any  consent,  permit  or  license 
from  municipal  or  other  authorities,  or  from  any  other  person  or  persons,  corpora- 


58 


THE  WASHINGTON  BRIDGE. 


tion  or  corporations,  the  Contractors  shall  procure  the  same  at  their  own  cost  and 
expense. 

Fourteenth. — The  Contractors  hereby  covenant  to  and  with  the  Commis- 
sioners that  they  have  full  right  and  authority  to  use  any  and  all  patented  improve- 
ments and  appliances  which  may  be  used  in  the  construction  of  said  bridge,  and 
expressly  agree  to  indemnify  the  Commissioners  and  the  City  of  New  York,  and 
save  them  and  it  harmless  from  any  and  all  liabilities,  damages,  costs,  charges  and 
expenses  which  they  or  it  may  incur  or  suffer  by  reason  of  the  use  in  the  said 
bridge  of  any  such  patented  articles,  improvements  or  appliances,  including  all 
expenses  or  charges  incurred  by  them  or  it  in  defending  suits  relating  to  the  same. 

Fifteenth. — No  work  shall  be  done  in  laying  or  setting  masonry,  curb,  or 
flagging  when  the  weather  is  below  freezing  point,  except  on  the  written  consent  of 
the  engineer. 

Sixteenth. — And  the  said  Contractors  further  agree  that  the  work  shall  be  per- 
formed in  the  best  manner,  and  the  stone  and  iron  and  all  other  materials  of  which 
the  work  is  composed  shall  be  of  such  kind  and  quantity  as  shall  be  satisfactory  to 
the  engineer,  and  that  a  sufificient  number  of  persons  shall  be  at  all  times  employed 
to  execute  the  work  with  due  dispatch,  the  whole  to  be  done  to  the  satisfaction  of 
said  Commissioners  ;  and  any  materials  furnished  or  work  done  not  satisfactory  to 
the  Commissioners,  or  their  engineer,  shall  be  immediately  removed  and  satisfac- 
torily replaced  by  the  Contractors ;  or  if  they  shall  neglect  or  refuse  to  remove  the 
same  when  notified  so  to  do  by  the  said  Commissioners,  then  the  said  Commis- 
sioners may  remove,  or  cause  the  same  to  be  removed,  and  satisfactorily  replaced 
by  contract  or  otherwise,  and  charge  the  expense  thereof  to  the  Contractors  ;  and 
the  expense  so  charged  shall  be  deducted  and  paid  by  the  Commissioners  out  of 
such  moneys  as  are  or  may  become  due  under  this  agreement.  And  in  case  the 
same  shall  be  insufficient  for  the  purpose,  the  Contractors  shall  be  liable  for,  and 
shall  pay,  the  deficiency. 

Seventeenth. — And  the  said  Contractors  further  agree  that  during  the  per- 
formance of  the  said  work  they  will  place  proper  guards  upon  and  around  the  same 
for  the  prevention  of  accidents,  and  at  night  will  put  up  and  keep  suitable  and  suf- 
ficient lights,  and  will  take  such  other  means  as  shall  be  required  by  the  engineer 
for  the  prevention  of  accident  to  persons  or  property,  and  that  they  will  indemnify 
and  save  harmless  the  Commissioners  and  the  City  of  New  York  against  and  from 
all  suits  and  actions  of  every  name  and  description  brought  against  them  or  it,  and 
all  costs  and  damages,  charges  and  expenses  to  which  they  or  it  may  be  put  by 
reason  or  on  account  of  any  injury  or  damages  to  person  or  property  caused  by  the 
Contractors,  their  servants  or  agents,  in  the  construction  of  the  said  work,  or  by 
or  in  consequence  of  any  negligence  in  guarding  the  same,  or  of  any  improper 
materials  used  in  its  construction,  or  by  or  on  account  of  any  act  or  omission  of 
the  said  Contractors  or  their  agents  ;  and  the  said  Contractors  hereby  further  agree 
that  so  much  of  the  moneys  due  to  them  under  and  by  virtue  of  this  agreement  as 
shall  or  may  be  considered  necessary  by  the  Commissioners,  shall,  or  may  be  re- 


THE  WASHINGTON  BRIDGE. 


59 


tained  by  the  said  Commissioners  until  all  such  suits  or  claims  for  injuries  or  dam- 
ages as  aforesaid,  shall  have  been  settled,  and  evidence  to  that  effect  furnished  to 
the  satisfaction  of  the  said  Commissioners. 

Eighteenth— It  is  further  agreed  that  the  return  of  the  engineer  shall  be 
the  account  by  which  the  amount  of  materials  furnished  and  work  done  shall  be 
computed  ;  and  that  the  certificate  of  the  inspectors  appointed  to  inspect  said  work, 
that  the  same  has  been  faithfully  performed  in  accordance  with  the  requirements 
of  this  contract,  approved,  by  the  said  engineer  and  filed  with  the  said  Commis- 
sioners, shall  be  a  condition  precedent  to  the  right  of  the  said  Contractors  to  pay- 
ment for  work  done  by  them  under  this  agreement,  or  any  part  thereof. 

Nineteenth. — It  is  further  expressly  understood  and  agreed  by  and  between 
the  parties  hereto  that  the  action  of  the  engineer  by  which  the  said  Contractors 
are  to  be  bound  and  concluded,  according  to  the  terms  of  this  contract,  shall  be 
that  evidenced  by  his  final  certificate  ;  all  prior  certificates  upon  which  ninety  per 
cent,  payments  may  be  made,  being  merely  estimates  ;  and  said  final  certificate 
may  be  made  without  notice  to  the  Contractors  thereof,  or  of  the  measurements 
upon  which  the  same  is  based. 

Twentieth. — And  it  is  hereby  expressly  agreed  and  understood  by  and 
between  the  parties  hereto  that  the  said  Commissioners,  their  successors  and 
assigns,  shall  not,  nor  shall  any  department  or  ofificer  of  the  City  of  New  York  be 
precluded  or  estopped  by  any  return  or  certificate  made  or  given  by  any  engineer, 
surveyor,  inspector,  or  other  officer,  agent  or  appointee  of  said  Harlem  River  Bridge 
Commissioners,  under  or  in  pursuance  of  anything  in  this  agreement  contained, 
from  at  any  time  showing  the  true  and  correct  amount  and  character  of  the  work 
which  shall  have  been  furnished  by  the  said  Contractors,  or  any  other  person  or 
persons  under  this  agreement. 

Twenty-first. — The  Commissioners  hereby  covenant  and  agree  to  furnish 
to  the  Contractors  the  free  and  uninterrupted  use  of  the  land  shown  on  plan 
hereto  attached,  and  marked  Schedule  "  E,"  for  the  purpose  of  depositing  any 
working  material. 

Twenty-second. — The  Contractors  hereby  further  agree  that  they  will  give 
their  personal  attention  constantly  to  the  faithful  prosecution  of  the  said  work,  and 
will  keep  the  same  under  their  own  control  ;  that  they  will  not  assign,  by  power 
of  attorney  or  otherwise,  any  of  the  moneys  payable  under  this  agreement,  unless 
by  and  with  the  consent  of  the  said  Commissioners  in  writing ;  that  no  right  under 
this  contract,  nor  to  any  moneys  to  become  due  hereunder,  shall  be  asserted 
against  the  Mayor,  Aldermen  and  Commonalty  of  the  City  of  New  York,  or  against 
the  said  Commissioners  by  reason  of  any  so-called  assignment  in  law  or  equity  of 
this  contract,  or  any  part  thereof,  and  that  no  person  other  than  the  parties  sign- 
ing this  agreement  as  the  parties  of  the  second  part  has  now  any  claim  hereunder. 
If  at  any  time  any  overseer  or  workman  who  shall  be  employed  by  the  Contractors 
shall  be  declared  by  the  engineer  to  be  unfaithful,  disobedient  or  incompetent,  the 
Contractors,  on  receiving  written  notices,  shall  forthwith  dismiss  such  person,  and 


THE  WASHINGTON  BRIDGE. 


will  not  again  employ  him  on  any  part  of  the  work,  except  with  the  consent  of 
said  engineer. 

Twenty-third. — And  it  is  further  agreed  by  and  between  the  parties  hereto, 
that  if  at  any  time  before,  or  within  thirty  days  after,  the  whole  work  herein  agreed 
to  be  performed  has  been  completed,  or  accepted  by  the  Commissioners,  any  per- 
son or  persons  claiming  to  have  performed  any  labor  or  furnished  any  materials 
towards  the  performance  or  completion  of  this  contract,  shall  file  with  the  said 
Commissioners,  or  with  the  head  of  the  Finance  Department  of  the  City  of  New 
York,  any  claim,  under  the  act  entitled  "  An  Act  to  secure  the  payment  of  laborers, 
mechanics,  merchants,  traders,  and  persons  furnishing  materials  towards  the  per- 
forming any  public  work  in  the  cities  of  the  State  of  New  York  ";  then  and  in 
every  such  case,  the  said  Commissioners  shall  retain,  anything  herein  contained 
to  the  contrary  thereof  notwithstanding,  from  the  moneys  under  their  control,  and 
due  or  to  grow  due  under  this  agreement,  so  much  of  such  moneys  as  shall  be  suf- 
ficient to  pay  ofY,  satisfy  and  discharge  the  amount  in  such  notice  alleged  or  claimed 
to  be  due  to  the  person  or  persons  filing  such  notice,  together  with  the  reasonable 
costs  and  expenses  of  any  action  or  actions  brought  to  enforce  such  claim  or  the 
lien  created  by  the  filing  of  such  notice.  The  moneys  so  retained  shall  be  re- 
tained by  the  said  Commissioners  until  the  lien  created  by  the  said  act  and  the 
filing  of  the  said  notice  shall  be  discharged  pursuant  to  the  provisions  of  the  said 
act.  And  the  said  Contractors  hereby  further  agree  that  they  will  furnish  said 
Commissioners  with  satisfactory  evidence  that  all  persons  who  have  done  work  or 
furnished  materials  under  this  agreement,  and  who  may  have  given  written  notice 
to  the  said  Commissioners,  at  any  time  within  ten  days  after  the  completion  of  the 
work  aforesaid,  that  any  balance  for  such  work  or  materials  is  still  due  and  unpaid, 
have  been  fully  paid  or  satisfactorily  secured  such  balance. 

Twenty-fourth. — Upon  the  completion  of  the  whole  work,  the  engineer 
shall  examine  the  same,  and  in  case  he  shall  find  that  all  the  matters  and  things 
herein  provided  to  be  done  by  the  Contractors  have  been  done  to  his  satisfaction, 
he  shall  make  a  certificate  of  that  fact  and  file  the  same  with  the  Commissioners, 
and  shall  also  certify  to  the  Commissioners  the  amount  remaining  due  to  the  Con- 
tractors upon  this  contract.  Said  certificate  shall  be  final  and  conclusive  upon  the 
Contractors  unless  the  same  shall  be  returned  by  the  Commissioners  to  the  engi- 
neer for  correction,  and  upon  the  same  being  corrected  accordingly,  such  corrected 
certificate  shall  be  final  and  conclusive  upon  the  Contractors.  Upon  the  comple- 
tion of  the  whole  work  in  accordance  with  the  requirements  of  this  contract,  and  to 
the  satisfaction  of  the  Commissioners,  and  upon  acceptance  thereof  by  the  Com- 
missioners, and  upon  the  filing  of  the  certificate  last  above  mentioned,  and  the  per- 
formance by  the  Contractors  of  all  acts  and  things  by  this  contract  required  to  be 
done  by  them,  and  upon  the  Commissioners  being  satisfied  of  the  correctness  of 
said  certificate,  the  Commissioners  shall  pass  and  forward  to  the  Comptroller  of  the 
City  of  New  York,  for  payment  a  proper  voucher,  or  proper  vouchers,  in  form  to  be 
approved  by  said  Comptroller,  in  favor  of  the  said  Contractors,  for  the  amount 
shown  by  said  certificate  to  be  due  to  the  said  Contractors. 


THE  WASHINGTON  BRIDGE. 


61 


Twenty-fifth. — Whenever  in  this  contract  or  in  the  specifications  for  said 
bridge,  it  is  provided  that  anything  is  to  be,  or  to  be  done,  or  as,  or  when  or  where 
"  required  "  or  "  specified,"  it  shall  be  taken  to  mean  and  intend  "  required  "  or 
"  specified  "  (as  the  case  may  be)  by  the  engineer  in  charge  of  the  work.  When- 
ever the  word  "  engineer  "  is  used  in  this  contract  or  in  said  specifications,  it  refers 
to  and  designates  the  engineer  who  may,  by  the  said  Commissioners  be  appointed 
regularly,  or  for  the  time  being  to  have  charge  of  the  construction  of  the  work 
herein  specified. 

Twenty-sixth. — Nothing  herein  contained  shall  subject  the  parties  of  the 
first  part,  or  either  of  them,  to  any  personal  or  individual  liability. 

In  witness  whereof,  the  parties  of  the  first  part  and  the  said  Myles 
Tierney  have  hereunto  set  their  hands  and  seals,  and  the  said  Passaic 
Rolling  Mill  Company  hath  hereunto  caused  its  corporate  seal  to  be 
affixed,  and  these  presents  to  be  subscribed  by  its  President,  the  day 
and  year  first  above  written. 

JACOB  LORILLARD,  Commissioner,  [seal.] 
DAVID  JAMES  KING,  Commissioner,  [seal.] 
VERNON  H.  BROWN,  Commissioner.  [SEAL.] 
MYLES  TIERNEY.  [seal.] 
PASSAIC  ROLLING  MILL  CO.  [seal.] 

State  of  New  York,  \ 
City  and  County  of  New  York,  f    ' ' 

On  this  14th  day  of  July,  in  the  year  1886,  before  me  personally  appeared 
Watts  Cooke,  the  President  of  the  Passaic  Rolling  Mill  Company,  with  whom  I  am 
personally  acquainted,  who,  being  by  me  duly  sworn,  said  :  That  he  resided  at  Pat- 
erson,  in  the  State  of  New  Jersey ;  that  he  was  President  of  the  Passaic  Rolling 
Mill  Company ;  that  he  knew  the  corporate  seal  of  said  Company,  and  that  the  seal 
affixed  to  the  foregoing  instrument  was  such  corporate  seal  ;  that  it  was  affixed  by 
order  of  the  Board  of  Directors  of  said  Company,  and  that  he  signed  his  name 
thereto  by  the  like  order  as  President  of  said  Company. 

EDMUND  L.  BAYLIES, 
Notary  Public  (80), 

New  York  County. 


State  of  New  York, 
City  and  County  of  New  York, 


On  this  14th  day  of  July,  in  the  year  1886,  before  me  personally  came  Myles 
Tierney,  to  me  personally  known,  and  known  to  me  to  be  one  of  the  individuals 
described  in  and  who  executed  the  foregoing  instrument,  and  acknowledged  to  me 
that  he  executed  the  same. 

EDMUND  L.  BAYLIES, 
Notary  Public  (80), 

New  York  County. 


HARLEM  RIVER  BRIDGE. 


SPECIFICATIONS  FOR  ITS  CONSTRUCTION. 


General  Description. 

The  bridge  will  consist  of  two  arches  of  steel,  each  of  508  feet  span  in  the 
clear ;  three  piers  each  40  feet  thick  at  springing  line  of  arches  ;  with  two  abut- 
ments of  masonry;  the  east  abutment  being  about  342  feet  long,  the  west  abut- 
ment about  277  feet.  Through  each  abutment  will  be  a  masonry  arched  passage 
of  60  feet  clear  span. 

The  contract  will  include  such  excavation,  embankment,  grading,  paving,  etc., 
etc.,  as  may  be  required  for  complete  connections  between  the  masonry  abutments 
and  Tenth  Avenue  on  the  west  side,  and  Aqueduct  Avenue  on  the  east  side.  These 
connections  to  be  graded,  paved,  curbed  and  drained. 

The  total  length  of  the  bridge  and  its  approaches  will  be  about  2,373  feet. 
The  clear  width  of  the  bridge  80  feet,  50  feet  of  which  will  be  carriage  way,  and 
the  remainder  sidewalks  of  equal  width. 

The  piers  from  the  rock  foundation  to  a  level  one  foot  below  ground  line  or 
low  water,  shall  be  formed  of  dressed  stone  facing  with  an  interior  of  concrete. 
The  facing  to  be  of  granite  in  heavy  courses.  From  this  level  to  the  springing 
line  of  arches,  the  general  construction  will  be  the  same,  but  the  facing  will  be  of 
granite  of  approved  color  and  texture  with  rusticated  joints. 

Above  the  springing  line  the  piers  will  be  faced  with  coursed  ashlar  of  gneiss, 
rock  faced,  with  quoins  of  dressed  granite.  Courses  may  change  their  height  occa- 
sionally on  the  long  faces  of  the  piers. 

Abutments  will  be  faced  with  random  coursed  work  of  gneiss,  or  other  approved 
stone,  rock  faced. 

All  backing  and  cross  walls  of  rubble.  Ring  stones  (  )  of  arched  openings 
will  be  of  cut  granite,  the  rest  of  the  arch  of  dressed  gneiss,  cornices,  balustrades, 
etc.,  of  granite. 

The  roadway  between  Tenth  Avenue  and  the  west  abutments  and  Aqueduct 
Street  and  the  east  abutment  will  be  80  feet  wide,  as  on  the  bridge.  Excavations 
for  the  roadway  will  be  made  2^  to  3  feet  below  grade  surface  earth  or  rock. 

Slopes  of  the  roadway  excavations  and  embankments,  which  would  extend  out- 
side the  city's  land  100  feet  in  width,  must  be  supported  by  dry  retaining  walls  of 
rock  from  the  excavations.  Slopes  of  embankments  will  be  protected  by  slope 
walls  one  foot  thick. 


THE  WASHINGTON  BRIDGE. 


63 


The  work  will  conform  to  the  drawings  exhibited,  and  to  such  others  in  ex- 
planation of  details,  or  to  conform  to  such  new  conditions  as  may  arise,  as  may  be 
furnished  from  time  to  time. 

The  contract  will  include  preparation  of  the  site,  excavation,  embankment, 
masonry,  iron  and  steel  work,  and  the  entire  construction  and  completion  of  the 
work  according  to  the  plans  and  specifications,  together  with  the  removal  of  all 
rubbish  and  surplus  material. 

Excavations  will  include  all  material  removed  for  foundations,  for  grading  the 
ground  adjacent  to  the  bridge,  etc.  Rock  in  places  which  require  blasting,  and 
boulders  of  more  than  lo  cubic  feet,  shall  be  classified  as  "rock";  all  other  material 
as  "earth."  But  all  excavation  for  the  middle  pier  (No.  II.)  is  to  be  classified  as 
dredging ;  the  price  for  which  is  applicable  only  to  the  net  lines  of  the  coffer-dam 
required,  and  to  the  depth  shown  on  the  exhibited  plans  as  depth  of  foundation  of 
pier  No.  II.  Excavations  will  be  made  to  such  slopes  as  may  be  directed  by  the 
engineer,  and  be  neatly  finished. 

Embankments  will  be  formed  of  selected  earth  carted  in  layers  of  one  foot  in 
thickness,  each  layer  to  be  kept  as  nearly  horizontal  as  may  be,  wetted  and  rolled 
with  a  heavy  grooved  roller.  Such  rock  as  it  may  be  necessary  to  use  will  be  placed 
in  the  outer  slopes,  or,  if  any  is  permitted  under  the  roadway,  it  shall  not  be  larger 
than  sixteen  inches  in  any  dimension.  It  shall  be  placed  compactly,  and  all  spaces 
and  interstices  filled  with  small  stones,  gravel,  and  earth.  The  upper  three  feet 
will  be  made  with  fine  gravel  and  clay,  wetted  and  rolled  to  be  water  tight. 

Foundations. 

The  piers  will  be  founded  upon  the  solid  rock,  and  such  means  as  the  engineer 
shall  direct  shall  be  used  to  lay  the  rock  bare  and  visible.  The  western  abutment 
will  also  rest  upon  the  rock,  which,  on  the  west  side  of  the  valley,  will  be  found  at 
or  near  the  surface.  On  a  portion  of  the  eastern  side  the  rock  lies  at  a  considerable 
depth,  and  the  foundations  of  the  abutment  at  such  points  will  be  ©n  earth  at  such 
depth  as  the  engineer  may  direct. 

All  rock  which,  in  the  opinion  of  the  engineer,  is  too  soft  or  too  much  decayed 
to  give  a  suitable  support,  shall  be  removed  to  such  depth  as  may  be  necessary. 

The  surface  of  the  rock  shall  be  levelled  off  or  cut  down  to  such  planes  as  the 
engineer  may  direct,  and  all  hollows  and  fissures  will  be  filled  with  mortar  or  con- 
crete, as  directed. 

If,  in  the  opinion  of  the  engineer,  the  solidity  of  the  foundation  will  be  injured 
by  blasting,  the  rock  must  be  removed  by  other  means. 

Where  the  facing  stones  of  the  piers  rest  upon  the  rock,  proper  beds  will  be 
prepared  for  them  by  dressing  the  rock. 

The  face  stone  in  foundation  of  abutment  walls  will  also  be  fitted  to  the  rock 
in  such  manner  as  the  engineer  may  direct.  For  rubble  or  concrete  backing,  it  will 
be  sufficient  that  the  rock  is  approximately  level. 

Granite  will  be  sound,  strong,  and  durable, — to  be  approved  by  the  engineer- 
All  above  the  surface  will  be  of  uniform  and  approved  color  and  texture,  in  courses 


64 


THE   WASHINGTON  BRIDGE. 


two  and  three  feet  high ;  the  highest  courses  in  bottom  of  wall.  Each  stone  shall 
have  at  least  as  much  bed  as  rise. 

It  will  be  cut  to  fair,  plane  parallel  beds,  to  lay  half-inch  joints  with  clean,  sharp 
arrises — joints  to  be  full  for  twelve  inches  back  from  the  face. 

Below  the  surface  of  ground  and  water — i.  c,  from  one  foot  below  the  graded 
surface  of  the  ground,  or  extreme  low  water — the  face  shall  be  pitched  off  to  the 
lines  of  the  beds  and  joints,  to  the  true  batter. 

From  surface  to  springing-line,  the  lower  bed  and  the  vertical  joints  shall  be 
cut  straight  and  true  to  the  rock  face  of  the  stone ;  the  upper  bed  shall  have  a  hori- 
zontal draft,  four  inches  wide,  sunk  two  inches  from  the  general  face  of  the  stone, 
conforming  to  the  batter  of  the  wall,  and  a  fiat  draft,  corresponding  to  the  same  on 
each  angle  of  the  pier. 

The  quoins  will  be  rock-faced ;  arranged  to  show,  alternately,  three  and  six  feet 
on  the  front  and  side  of  pier,  with  a  flat  draft  two  inches  wide  around  each  face  of 
each  stone  and  two  inches  back  from  its  general  rock  face. 

All  cornices  and  parapet  to  be  cut  to  true  surfaces  with  true,  clean  arrises, — to 
conform  to  drawings. 

On  coping  of  parapet,  and  all  faces  of  same  next  the  roadway,  to  be  six-cut 
work, — outside  wall -to  be  plain  axed. 

Rails  or  coping  and  posts  of  parapet  to  be  secured  with  such  dowels  or  clamps 
as  may  be  directed. 

Face  voussoirs  of  sixty  feet  arches  (average  depth,  three  feet)  will  be  cut  to 
close,  plane  beds  and  joints  extending  through  the  stone  ;  to  be  fine  cut  (axed)  on 
the  soffit,  rock-faced  on  the  heads,  with  three-inch  draft  on  each  radial  joint  and  on 
each  exposed  arris.  Interior  arch-stones  may  be  of  granite  or  gneiss,  with  fine  cut 
beds  and  joints ;  face  on  soffit  to  be  axed  ;  the  joints  to  be  at  right  angles  to  the 
beds. 

Bridge  seats  to  conform  to  drawings  of  large,  selected,  dimension  blocks  of 
granite,  closely  dressed  upon  all  sides;  six-cut  work  on  top  where  arches  rest.  To 
be  well  bedded  and  bonded  and  secured  with  clamps  and  holding-down  bolts. 

Coursed  ashlar  will  be  of  the  best  quality;  sound,  durable  New  York  or  West- 
chester gneiss,  or  equally  acceptable  stone,  in  twelve  to  eighteen  inch  courses, 
dressed  to  plane  parallel  beds,  with  vertical  joints  six  inches  back  from  the  face,  to 
lay  one-half-inch  joints  pitched  to  line,  with  not  more  than  three  inches  of  rock  on 
the  face ;  beds  to  average  two  and  one-half  feet  wide  if  required. 

Broken-range  ashlar,  same  as  above ;  but  courses  may  vary  by  checking,  or  by 
the  occasional  use  of  levellers — no  leveller  to  be  less  than  four  inches  high.  Joints 
may  be  three-quarter  inch  thick,  but  stones  which  range  together  must  be  of  the 
same  height,  and  beds  must  be  truly  horizontal. 

Random-coursed  work  for  facing  abutments  will  be  of  the  same  or  other  approved 
stone,  with  horizontal  beds  ;  end-joints  need  not  be  vertical,  but  as  nearly  so  as  the 
stone  will  break.  No  sharp,  thin  points  allowed.  All  stones  to  have  good  beds, 
whether  natural  or  made  so  with  the  hammer  or  other  tool,  to  lay  three-quarter  inch 
joints. 


CONTRACT 


LONGITUDINAL    SECTION    OF  ABUTMENT. 


98  0' 


THE   WASHINGTON  BRIDGE. 


65 


Rough  rubble  will  be  of  hard,  sound,  clean,  well-shaped — stone-hammered,  if 
need  be — to  good,  fair  beds,  so  that  they  will  lie  solid  ;  all  to  be  well  bonded. 

Dry  retaining-walls,  of  such  thickness  as  the  engineer  may  direct,  will  be  laid 
up  of  the  best  stone  taken  from  excavation,  laid  to  a  fair  face,  and  bonded  as  well 
as  the  character  of  the  stone  will  permit. 

Slope  walls  of  same  stone  will  be  laid  by  hand  on  the  slopes  of  banks  to  line, 
well  fitted. 

Cement  will  be  equal  to  the  best  Rosendale  brands ;  to  be  fresh  and  ground  so 
fine  that  ninety-five  per  cent,  will  pass  through  a  sieve  of  2,500  meshes  to  the  square 
inch  ;  to  be  subject  to  continual  inspection  and  test  and  the  approval  of  the  engi- 
neer. Portland  cement  of  approved  quality  shall  be  used  when  required  by  the 
engineer,  and  will  be  paid  for  at  cost,  less  the  cost  of  the  same  quantity  of  Rosen- 
dale  cement. 

Sand  will  be  sharp,  silicious,  clean,  and  not  too  fine;  screened  when  required 
by  the  engineer. 

Mortar  will  generally  be  composed  of  one  part  of  cement  and  two  parts  (by 
measure)  of  sand,  thoroughly  mixed  (without  excess  of  water)  on  a  bed  of  plank 
protected  from  the  sun  and  rain,  and  used  before  it  has  begun  to  set.  It  cannot  be 
used  as  grout,  or  on  the  second  set. 

Concrete  will  be  composed  of  one  part  (by  measure)  of  cement,  two  parts  of 
sand,  and  five  parts  of  sound,  hard,  durable  stone,  broken  to  pass  through  a  ring 
two  and  one-half  inches  in  diameter ;  the  stone  to  be  clean  and  free  from  dust.  The 
whole  to  be  thoroughly  mixed  (without  excess  of  water)  by  machinery  where  prac- 
ticable, put  in  place,  and  compacted  by  ramming  before  it  has  begun  to  set. 

Two  parts  of  the  broken  stone  may  be  replaced  with  approved  gravel  of  proper 
size  and  character.  When  required,  it  shall  be  made  of  Portland  cement,  with  two 
parts  of  sand  and  five  parts  of  broken  stone,  as  above. 

Laying  Masonry. 

All  stone  shall  be  laid  upon  its  natural  bed.  For  granite  facing  of  piers,  no 
stretcher  shall  have  less  length  than  two  and  a  half  times  its  rise ;  every  fourth 
stone  shall  be  a  header,  with  three  feet  breadth  of  bed  and  four  to  five  feet  long ; 
joints  shall  be  broken  at  least  a  foot. 

For  coursed  and  broken-range  ashlar,  the  bond  will  be  eight  inches ;  one  header 
in  every  ten  feet  of  course,  to  be  at  least  four  feet  long,  be  well  bonded  to  the  rough 
rubble  backing. 

All  stone  to  be  well  and  solidly  laid  to  the  proper  lines  in  full  beds  of  mortar 
and  settled  in  place  with  a  wooden  maul ;  the  stones  to  be  clean  and  moistened  at 
the  time  of  setting.  Joints  of  face  stone  will  be  filled  with  the  trowel  or  other 
tool. 

Rubble  stone,  also,  will  be  laid  perfectly  solid  in  full  beds  of  mortar  and  all 
joints  well  filled  with  the  same.  All  spaces  shall  be  filled  with  mortar  and  spalls 
and  selected  pieces  of  stone  driven  in  until  the  whole  is  full.     Every  stone  shall 


66 


THE  WASHIXGTOX  BRIDGE. 


have  at  least  one  good,  flat  bed.  It  will  be  laid  upon  its  best  bed  and  a  proper  bed 
prepared  upon  it  for  the  stone  above. 

The  cross  walls  of  rubble  masonry  and  the  rear  of  all  walls  backed  with  rubble 
will  be  neatly  laid  to  line,  with  full,  clean  joints. 

The  walls  must  be  solid ;  free  from  holes  or  voids. 

Face  work  will  be  pointed  and  jointed  as  the  work  progresses  with  the  same 
mortar  with  which  the  work  is  laid,  pressed  in  and  burnished  with  a  proper  tool ; 
the  whole  to  be  left  fair  and  clean  when  the  work  is  finished. 

Suitable  machinery  must  be  used  for  handling  large  stones,  and  every  stone, 
the  bond  of  which  is  broken,  must  be  taken  up  and  reset. 

All  stone  for  the  same  class  of  face  work  shall  be  as  nearly  as  practicable  of  the 
same  quality  and  color,  that  the  appearance  of  the  finished  work  may  be  uniform. 

The  cross  and  transverse  walls  will  carry  longitudinal  beams  of  iron  or  steel, 
properly  connected  by  tie  rods.  Upon  these  will  be  built  arches  of  rubble  or  con- 
crete, of  such  dimensions  as  may  be  prescribed.  All  metal  to  be  well  bedded  in 
concrete  or  masonry  and  protected  from  the  elements. 

The  face  of  the  masonry  shall  be  left  clean  and  free  from  stains  and  spots.  All 
masonry  broken  or  injured  shall  be  replaced  by  the  contractor  at  his  own  cost.  If 
by  direction  of  the  engineer  the  face  should  not  be  pointed  as  the  work  progresses, 
as  hereinbefore  provided,  then,  after  completion,  all  joints  shall  be  raked  out  to  the 
proper  depth  and  pointed  with  dark  mortar  made  with  finely  ground  Portland  ce- 
ment driven  in  with  a  caulking  tool. 

On  the  abutments  the  sidewalks  shall  be  of  blue-stone  flags,  not  less  than  three 
inches  thick,  planed  on  the  top  surface  and  front  edge.  The  joints  are  to  be  caulked. 

The  flags  shall  extend  the  full  width  of  sidewalk,  in  not  more  than  three 
lengths,  breaking  joints  ;  to  be  from  five  to  seven  feet  wide,  and  have  an  inclination 
of  three  inches  toward  the  roadway.  They  shall  be  laid  in  cement  mortar.  The 
curb  and  gutter  stone  shall  be  of  blue-stone,  with  its  exposed  surfaces  axed,  to  be 
laid  in  cement  mortar.  At  distances  of  about  150  feet  in  length  of  the  bridge  there 
shall  be  drain  openings  on  each  side,  nine  inches  in  diameter,  from  which  drain  pipes 
of  cast  iron  shall  extend,  so  as  to  deliver  the  water  clear  of  the  bridge.  The  open- 
ings shall  be  covered  with  suitable  iron  gratings.  All  of  the  above  are  to  be  fur- 
nished and  placed  by  the  contractor  for  masonry. 

Upon  the  buckle  plates  or  jack  arches  will  be  laid  concrete  to  the  depth  of  two 
inches,  in  which  the  stone  shall  be  broken  to  not  exceed  three-quarters  of  an  inch  in 
diameter,  and  above  this,  additional  concrete  as  before  described,  crowning  to  six 
inches  at  the  centre,  and  over  the  latter  a  layer  of  one  inch  of  Trinidad  asphalt  and 
sand,  and  so  laid  as  to  render  it  water  tight. 

Upon  the  asphalt  covering  shall  be  laid  two  inches  of  clean,  coarse,  sharp  sand  ; 
upon  which  shall  rest  the  granite  paving,  which  shall  consist  of  blocks  of  six  inches 
deep,  eight  to  twelve  inches  long,  set  three  to  four  inches  wide,  separated  by  joints 
of  one-half  inch,  which  shall  be  filled  with  hot  coal-tar  and  asphalt,  into  which 
double-screened,  clean  gravel  shall  be  rammed.  The  paving  stone  shall  be  so  se- 
lected and  laid  as  to  place  those  of  nearly  the  same  size  contiguous. 


THE  WASHINGTON  BRIDGE. 


67 


There  shall  be  gas  lamps,  of  an  approved  pattern  and  of  a  value  of  at  least  $60 
each,  at  about  fifty  feet  apart  on  each  side  of  the  bridge;  also  clusters  on  the  two 
outer  corners  of  each  pier,  of  a  value  of  not  less  than  $300  each,  with  the  necessary 
pipes  leading  thereto,  which  shall  be  thoroughly  tested  by  hydraulic  pressure  before 
acceptance. 

There  shall  be  fine  cut  stone  seats  in  each  refuge  bay  over  the  three  piers  of  a 
value  of  not  less  than  $500  for  each  bay. 

Passage-ways  in  the  walls  shall  be  made  where  directed.  The  general  plans  of 
the  masonry,  as  shown  on  sheets  Nos.  2,  3,  4,  and  5,  are  not  intended  for  working 
plans,  but  solely  to  enable  the  bidders  to  determine  the  quantities,  and,  in  connec- 
tion with  the  specifications,  the  general  character  of  the  work.  Modifications  must 
be  made  in  these  plans  to  adapt  the  bridge  seats  to  the  plan  of  the  arches,  and  to 
comply  with  the  specifications  in  regard  to  the  foundations. 

From  the  ends  of  the  abutments  to  Aqueduct  Street  on  the  east,  and  Tenth 
Avenue  on  the  west,  the  roadway  will  be  of  granite  blocks,  sand,  asphalt,  and  con- 
crete, as  on  the  bridge  proper.  The  concrete  will  be  nine  inches  deep,  crowning  six 
inches,  and  rest  upon  a  bed  of  fine  gravel  of  twelve  inches  depth,  wet  and  rolled 
with  a  twenty-ton  roller.  The  crowning  of  the  roadway  will  be  made  on  the  earth 
embankment  or  excavation. 

The  sidewalks  shall  each  be  fifteen  feet  wide,  of  blue-stone  flags  and  concrete, 
as  on  the  bridge  proper.  The  concrete  shall  be  of  the  same  depth  as  under  the 
roadway.  The  curbs  will  be  of  blue-stone,  six  feet  long,  eight  inches  wide,  and 
twenty  inches  deep ;  fine  dressed  on  all  exposed  surfaces  and  end  joints,  and  rough 
dressed  elsewhere.  The  gutters,  also  of  blue-stone,  twelve  inches  wide,  ten  inches 
deep,  and  six  feet  long;  dressed  on  top,  side,  and  end  joints;  their  surface  will  be 
placed  one  inch  below  the  level  of  the  pavement,  and  the  latter  bevelled  off  to 
meet  it. 

The  drains  will  be  of  vitrified  clay  pipe,  twelve  to  eighteen  inches  diameter  un- 
der each  gutter,  at  about  five  feet  below  ground,  with  manholes  three  feet  square, 
provided  with  the  usual  cast-iron  covers,  gratings,  and  ladders,  and  silt  basins  be- 
low. On  the  embankments  at  the  ends  of  the  abutments  will  be  placed  granite 
posts  six  feet  apart,  each  eight  feet  long,  set  four  feet  above  and  four  feet  below  the 
surface,  the  upper  half  to  be  fine  dressed,  six  inches  square  at  top,  and  eight  inches 
square  at  the  surface  of  the  ground.  There  will  be  two  chains  of  half-inch  galvanized 
iron  attached  to  bolts  passing  through  the  post  and  leaded  to  it. 

Vitrified  pipe  of  twelve  inches  diameter,  placed  at  five  feet  below  grade,  under 
each  gutter,  with  manholes,  silt  basins,  cast-iron  covers,  gratings,  and  ladders. 
.  -  At  the  west  end  of  the  abutment  the  pipe  from  the  south  side  will  be  extended 
across  and  connect  with  that  on  the  north  side,  and  then  will  descend  vertically  by 
a  well  on  the  rear  of  the  abutment  to  its  bottom,  and  pass  through  it  to  the  interior, 
where  it  will  connect  with  the  drain  pipe  within  the  abutment. 

The  drain  pipe  within  the  abutment  will  follow  the  rear  face  of  the  north  abut- 
ment wall,  and  be  carried  through  or  under  all  of  the  cross  walls  to  the  rear  of  pier 
No.  I.,  and  thence  either  through  or  around  the  north  end  of  the  pier,  and  thence 


68 


THE  WASHINGTON  BRIDGE. 


to  the  river.  This  pipe  will  be  twelve  inches  diameter,  and  placed  at  such  depth  as 
will  drain  all  of  the  space  under  the  abutments. 

In  each  of  the  spaces  between  the  cross  walls  will  be  dug  in  the  rock  a  trench 
descending  from  the  south  to  the  north  side  and  discharging  into  the  main  twelve- 
inch  drain  pipe. 

The  vertical  cast-iron  pipes  from  the  roadway  of  the  bridge  will  descend  to  and 
discharge  in  these  cross  drains. 

The  spaces  within  the  abutment  (east  and  west)  will  be  levelled  off  to  smooth 
surfaces,  as  may  be  directed. 

Such  of  the  materials  excavated  (rock,  sand,  etc.)  as  the  engineer  shall  consider 
suitable  for  any  portion  of  the  work,  may  be  used  by  the  contractor  without  charge 
therefor. 

All  excavation,  except  the  above,  shall  be  deposited  at  such  places  within  one- 
half  mile  haul,  as  the  engineer  shall  indicate. 


HARLEM  RIVER  BRIDGE. 


SPECIFICATIONS  FOR  THE  STEEL  AND  IRON  WORK. 


General  Description. 

The  work  comprised  under  these  specifications  will  consist  of  two  main  arch 
spans,  with  their  bracing,  supporting  columns,  floor-beams,  stringers,  and  buckle 
plates  ;  also  the  floor-beams  over  the  piers  and  abutments  ;  also  the  hand-railing  and 
cornice  work  over  the  main  spans. 

Main  Spans. 

The  main  spans  will  be  arches,  having  a  clear  opening  of  508  feet,  with  a  rise  of 
90  feet,  and  a  depth  of  arch  rib  of  13  feet,  as  per  the  general  plan  (sheet  No.  2.)* 
Each  span  will  have  six  arch  ribs,  spaced  fourteen  feet,  centre  to  centre.  Each  rib 
will  be  formed  of  a  plate  web,  properly  stifTened,  and  of  flanges  of  plates  and  angles. 
All  parts  of  the  ribs  shall  be  of  mild  steel.  The  ribs  must  be  united  together  by  a 
system  of  wind-bracing  on  the  line  of  each  flange,  and  by  a  system  of  sway-bracing 
between  all  the  ribs  at  every  panel  point. 

The  lateral  and  sway  systems  may  be  either  of  iron  or  steel. 

The  vertical  columns  supporting  the  cross  floor-beams  shall  be  formed  of  shaped- 
iron,  latticed.  These  columns  must  be  stiffened,  transversely  of  the  bridge,  by  a 
proper  system  of  sway-bracing,  and  shall  be  rigidly  connected  to  the  arch  ribs  and 
the  cross  floor-beams. 

The  arch  ribs  may,  at  the  option  of  the  designer,  be  pivoted  or  fi.xed  at  the 
ends.  For  pivoted  ends,  the  bearing  pressure  upon  the  pivot  shall  not  exceed  5,000 
pounds  per  square  inch  of  effective  bearing  surface.  The  bearing  surfaces  must  be 
of  steel.  For  fixed  ends,  the  anchorage  must  have  a  resistance  equal  at  least  to 
three  times  the  overturning  forces. 

The  floor  shall  be  formed  of  cross  floor-beams  at  intervals  of  about  fifteen  feet, 
and  longitudinal  floor-beams  resting  upon  and  securely  fastened  to  the  cross  floor- 
beams  with  a  floor  surface  formed  of  buckle  plates. 

The  cross  floor-beams  will  be  rivetted  girders,  formed  of  angles  and  plates  of  iron 
or  mild  steel.  The  longitudinal  beams  will  be  rolled  beams  of  steel  or  iron,  and  will 
be  spaced  at  the  proper  distances  apart  to  receive  the  buckle  plates.  The  buckle 
plates  will  be  of  steel  or  iron,  about  three  feet  square,  at  least  three-eighths  inch 
thick,  and  crowning  two  inches  at  the  centre.    They  must  be  firmly  and  closely 


*  See  third  Design,  Plate  V. 


70 


THE  WASHINGTON  BRIDGE. 


rivetted  to  the  longitudinal  beams  and  to  each  other.  The  floor-beams  on  the  abut- 
ments and  piers  will  be  rolled  beams  of  steel  or  iron. 

All  parts  must  be  readily  accessible  for  inspection,  cleaning,  and  painting.  No 
close  sections  will  be  accepted. 

Loads. 

The  floor  and 'its  supports  shall  be  proportioned  to  carry  a  dead  load  of  225 
pounds  per  square  foot  of  bridge  floor,  inclusive  of  its  own  weight,  and  either  of  the 
following  live  loads:  {a)  A  distributed  live  load  of  100  pounds  per  square  foot  of 
bridge  floor;  ox  {b\  twenty-ton  road-roller  of  the  ordinary  dimensions  placed  in 
any  position  on  the  roadway.  The  floor-beams  on  the  abutments  and  piers  shall  be 
proportioned  for  the  above  load  and,  in  addition,  the  weight  of  the  jack  arches. 
The  arches  of  the  main  spans  shall  be  proportioned  to  carry  their  own  weight,  as- 
sumed at  15,000  pounds  per  lineal  foot  of  arch,  an  assumed  weight  of  floor  and  pav- 
ing equal  to  18,000  pounds  per  lineal  foot  of  bridge,  a  live  load  assumed  at  8,000 
pounds  per  lineal  foot  of  bridge,  and  a  wind-pressure  of  1,200  per  lineal  foot  of 
bridge,  distributed  in  proportion  to  the  exposed  surfaces. 

A  range  of  temperature  of  75  degrees  Fahrenheit,  above  and  below  the  mean, 
shall  be  considered  in  proportioning  all  parts  of  the  structure. 

The  modulus  of  elasticity  for  iron  and  steel  to  be  assumed  at  26,000,000 
pounds. 

Allowed  Unit  Strains. 
The  maximum  strains  produced  by  any  combination  of  the  above  loads  shall 


not  exceed  the  following : 

Tension  or  compression  in  the  flanges  of  the  arch  ribs, 

per  square  inch  of  gross  section,   15,000  pounds. 

Tension  in  same,  per  net  section,   18,000 

Tension  in  flanges  of  cross  floor-beams,  per  square  inch 

of  net  section  for  iron,   10,000  " 

Same  for  mild  steel,   12,000 

Tension  of  compression,  extreme  fibre  of  longitudinal 

beams,  for  iron,   12,000 

Same  for  steel,   15,000  " 

Tension,  lateral  and  sway  rods,  iron,         ....  15,000 

Tension,  lateral  and  sway  rods,  steel,        ....  20,000  " 


Compression  of  flanges  of  cross  floor-beams  to  have  same  gross  section  as  the 
tension  of  flanges. 

The  vertical  columns  shall  be  proportioned  by  the  following  formula  : 
10,000 



I  +  

30,000  R 


THE   WASHINGTON  BRIDGE. 


71 


P  =  allowed  compression,  per  square  inch  of  cross  section. 

L  —  length  in  inches. 

R  —  least  radius  of  gyration  in  inches. 

No  compression  member,  however,  shall  have  an  unstayed  length  exceeding 
forty-five  times  its  least  width.  The  lateral  struts  shall  be  proportioned  by  the 
above  formula  to  resist  the  resultant  due  to  an  assumed  strain  of  10,000  pounds  per 
square  inch  upon  all  rods  attached  to  these  struts. 

The  rivets  connecting  the  parts  of  any  member  must  be  so  spaced  that  the 
shearing  strain  per  square  inch  shall  not  exceed  7,500  pounds  for  iron,  nor  9,000 
pounds  for  steel ;  nor  the  pressure  on  the  bearing  surface  of  the  rivets,  per  square 
inch,  exceed  12,000  pounds  for  iron  or  15,000  pounds  for  steel. 

Plate  girders  shall  be  proportioned  upon  the  supposition  that  the  bending  or 
chord  strains  are  resisted  entirely  by  the  upper  and  lower  flanges,  and  that  the 
shearing  or  web  strains  are  resisted  entirely  by  the  web  plate.  No  part  of  the  web 
plate  shall  be  estimated  as  flange  area.  The  web  plates  shall  not  be  subjected  to  a 
shearing  strain  per  square  inch  greater  than  4,000  pounds  for  iron  or  5,000  pounds 
for  steel.    No  web  plate  shall,  however,  be  less  than  three-eighths  inch  thick. 

Similarly,  the  web  of  the  arch  ribs  shall  be  considered  as  resisting  shearing 
strains  only. 

All  web  plates  must  be  properly  stiffened,  and  must  be  spliced  at  all  joints  by  a 
plate  or  two  angles  on  each  side. 

The  flange  plates  of  the  arch  ribs  must  be  limited  in  width,  so  as  not  to  extend 
beyond  the  outer  line  of  rivets  connecting  them  to  the  angles,  more  than  five  inches 
or  more  than  eight  times  the  thickness  of  the  first  plate.  Where  two  or  more  plates 
are  used  on  the  flanges,  they  shall  either  be  of  equal  thickness,  or  shall  decrease  in 
thickness  outwardly  from  the  angles. 

The  pitch  of  rivets  in  all  classes  of  work  shall  never  exceed  six  inches,  or  six- 
teen times  the  thinnest  outside  plate,  nor  be  less  than  three  diameters  of  the  rivet. 

The  distance  between  the  edge  of  any  piece  and  the  centre  of  a  rivet  hole  must 
never  be  less  than  one  and  one-quarter  inches,  except  for  bars  less  than  two  and  a 
half  inches  wide.    Where  practicable,  it  shall  be  at  least  two  diameters  of  the  rivet. 

The  rivets  used  shall  generally  be  three-quarter  inch  or  more  in  diameter. 

All  rivet  holes  must  be  so  accurately  spaced,  that,  when  the  several  parts  form- 
ing one  piece  are  assembled  together,  a  rivet  one-si.xteenth  inch  less  in  diameter 
than  the  hole  can  be  entered,  hot,  into  any  hole. 

The  rivets  when  driven  must  completely  fill  the  holes.  The  heads  must  be 
round  and  of  a  uniform  size  for  the  same  sized  rivets  throughout  the  work.  They 
must  be  full  and  neatly  made  and  be  concentric  to  the  rivet  hole  and  thoroughly 
pinch  the  connected  pieces  together.  Wherever  possible,  all  rivets  must  be  machine- 
driven,  both  during  the  shop  manufacture  and  the  erection. 

The  several  pieces  forming  one  built  member  must  fit  closely  together,  and, 
when  rivetted,  shall  be  free  from  twists,  bends,  or  open  joints. 

All  joints  in  rivetted  work,  whether  in  tension  or  compression,  must  be  properly 
spliced.    All  abutting  ends  shall  be  planed  to  careful  fits. 


72 


THE   WASHINGTON  BRIDGE. 


All  the  details  and  connections  of  the  several  parts  of  the  structure  shall  be  of 
such  strength  that  rupture  would  occur  in  the  body  of  the  members,  rather  than 
in  any  of  their  details  or  connections. 

No  steel  or  iron  of  a  less  thickness  than  three-eighths  inch  shall  be  used  in  any 
part  of  the  structure. 

No  tension  rod  shall  have  a  less  sectional  area  than  one  and  a  quarter  square 
inches. 

The  sheared  edges  of  all  the  steel  shall  be  planed  off  to  a  depth  of  one-quarter 
inch. 

All  punched  holes  shall  be  clean  cuts,  without  torn  or  ragged  edges. 

All  punched  holes  in  steel  must  be  reamed  to  a  diameter  one-eighth  inch  larger, 
so  as  to  remove  all  the  sheared  surface  of  the  metal. 

All  bed  plates  must  be  of  such  dimensions,  that  the  greatest  pressure  upon  the 
masonry  shall  not  exceed  800  pounds  per  square  inch.  The  bed  plates  must  be  firmly 
anchored  to  the  masonry  of  the  piers  and  abutments. 

The  workmanship  of  all  parts  of  the  work  shall  be  first-class  in  every  particular, 
not  only  as  regards  the  effective  working  of  all  parts  of  the  structure  as  to  maximum 
strength,  but  to  secure  in  all  respects  neatness  of  appearance  and  finish  to  all  de- 
tailed parts. 

Wherever  the  floor  girders  of  the  main  arches  are  supported  on  the  masonry, 
suitable  bearings  of  cast  or  wrought  iron  shall  be  secured  to  the  masonry  to  carry 
the  same. 

Provision  must  be  made  at  the  junction  of  the  pavements  on  the  abutments, 
piers,  and  main  spans  to  allow  for  the  movements  from  expansion. 

The  contractor  shall  furnish  promptly  all  bolts  and  anchors,  which  must  be  in- 
serted in  the  piers  and  abutments  during  the  construction  of  the  same.  He  will  also 
furnish  all  necessary  drawings,  showing  the  proper  location  of  each  bolt  and  anchor, 
for  the  use  of  the  masonry  contractor. 

The  cornice  and  parapet  over  the  arches  shall  be  made  of  cast  iron,  as  shown  on 
sheet  No.  6,  and  shall  not  weigh  less  than  190  pounds  per  lineal  foot. 

These  castings  must  be  clean  and  sharp  on  the  edges,  and  perfectly  straight  and 
out  of  wind.  They  must  be  free  from  blow-holes  and  surface  defects,  and  shall  be 
equal  to  the  best  class  of  architectural  iron-work. 

Quality  of  Material. 

Iron. — All  wrought  iron  must  be  tough,  fibrous,  and  uniform  in  character.  It 
shall  have  a  limit  of  elasticity  of  not  less  than  26,000  pounds  per  square  inch. 

Finished  bars  must  be  thoroughly  welded  during  the  rolling,  and  be  free  from 
injurious  seams,  blisters,  buckles,  cinder-spots,  or  imperfect  edges. 

For  all  tension  members,  the  bars  shall  stand  the  following  tests : 

Full-sized  pieces  of  flat,  round,  or  square  iron,  not  over  four  and  a  half  inches  in 
sectional  area,  shall  have  an  ultimate  strength  of  48,000  pounds  per  square  inch,  and 
stretch  twelve  and  a  half  per  cent,  in  their  whole  length. 

Bars  of  a  larger  sectional  area  than  four  and  a  half  square  inches,  when  tested  in 


THE   WASHINGTON  BRIDGE. 


73 


the  usual  way,  will  be  allowed  a  reduction  of  i,ooo  pounds  per  square  inch  for  each 
additional  square  inch  of  section,  down  to  a  minimum  of  46,000  pounds  per  square 
inch. 

When  tested  in  specimens  of  uniform  sectional  area  of  at  least  one-half  square 
inch  for  a  distance  of  ten  inches,  taken  from  the  tension  members,  which  have  been 
rolled  to  a  section  not  more  than  four  and  a  half  square  inches,  the  iron  shall  show 
an  ultimate  strength  of  50,000  pounds  per  square  inch,  and  stretch  eighteen  per  cent, 
in  a  distance  of  eight  inches. 

Specimens  taken  from  bars  of  a  larger  cross  section  than  four  and  a  half  inches 
will  be  allowed  a  reduction  of  500  pounds  for  each  additional  square  inch  of  section 
down  to  a  minimum  of  48,000  pounds. 

The  same  sized  specimens  taken  from  angle  and  other  shaped  iron  shall  have  an 
ultimate  strength  of  48,000  pounds  per  square  inch,  and  elongate  fifteen  per  cent, 
in  eight  inches. 

The  same  sized  specimens  taken  from  plates  less  than  twenty-four  inches  in 
width  shall  have  an  ultimate  strength  of  48,000  pounds,  and  elongate  fifteen  per 
cent,  in  eight  inches  {a). 

The  same  sized  specimens  taken  from  plates  exceeding  twenty-four  inches  in 
width  shall  have  an  ultimate  strength  of  46,000  pounds,  and  elongate  ten  per  cent. 

All  iron  for  tension  members  must  be  capable  of  being  bent  cold,  for  about 
ninety  degrees,  to  a  curve  whose  diameter  is  not  over  twice  the  thickness  of  the 
piece,  without  cracking.  At  least  one  sample  in  three  must  bend  180  degrees  to 
this  curve  without  cracking.  When  nicked  on  one  side  and  bent  by  a  blow  from  a 
sledge,  the  fracture  must  be  nearly  all  fibrous,  showing  few  crystalline  specks. 

Specimens  from  angle,  plate  {ci),  and  shaped  iron  must  stand  bending  cold 
through  ninety  degrees,  and  to  a  curve  whose  diameter  is  not  over  three  times  its 
thickness,  without  cracking.  When  nicked  and  bent,  its  fractures  must  be  mostly 
fibrous. 

Iron  rivets  shall  be  made  from  the  best  double-refined  iron. 

Steel. — The  steel  shall  be  uniform  in  character  for  each  specified  kind.  The 
finished  bars,  plates,  and  shapes  must  be  free  from  cracks  on  the  faces  or  corners  and 
have  clean,  smooth  surfaces. 

All  steel  for  the  arch  ribs,  girders,  and  tension  rods  shall  have  an  ultimate 
strength  of  62,000  to  70,000  pounds  per  square  inch,  with  an  elastic  limit  not  less 
than  32,000  pounds  per  square  inch,  and  a  minimum  elongation  of  eighteen  per  cent, 
when  measured  on  an  original  length  of  eight  inches. 

All  steel  for  rivets  shall  have  an  ultimate  strength  per  square  inch  of  56,000  to 
64,000  pounds,  with  a  minimum  elongation  of  twenty-five  per  cent. 

Tests  shall  be  made  by  samples  cut  from  the  finished  material  after  rolling;  the 
samples  to  be  at  least  twelve  inches  long,  and  to  have  a  uniform  sectional  area  not 
less  than  one-half  square  inch.  All  the  samples  must  show  uniform  fine-grained 
fractures  of  a  blue,  steel-gray  color,  entirely  free  from  fiery  lustre  or  a  blackish  cast. 

Samples  cut  from  finished  material  for  the  arch  ribs,  girders,  or  tension  members, 
tested  before  or  after  heating  to  a  low,  cherry  red,  and  cooled  in  water  at  eighty-two 


74 


THE  WASHINGTON  BRIDGE. 


degrees  Fahrenheit,  must  stand  bending  to  a  curve  whose  inner  radius  is  one  and  a  half 
times  the  thickness  of  the  sample  without  cracking.  Samples  of  rivet  steel,  before 
and  after  being  heated  to  a  light  yellow  heat  and  quenched  in  cold  water,  must  stand 
closing  solidly  together  without  sign  of  fracture.  To  check  the  uniformity  of  the 
material,  the  manufacturers  of  the  ingots  shall  cause  to  be  made  from  each  cast  sam- 
ple bars  of  three-quarter  inch  round,  with  a  definite  and  uniform  reduction  equiva- 
lent to  reducing  a  four-inch  ingot  to  the  sample  size.  They  shall  mark  the  same  in 
a  manner  to  identify  the  final  product. 

The  usual  chemical  tests  shall  be  furnished  in  connection  with  these  samples. 

No  work  must  be  put  upon  any  steel  at  or  near  the  blue  temperature,  or  between 
that  of  boiling  water  and  the  ignition  of  hard-wood  sawdust. 

Any  steel  straightened  or  worked  cold  by  use  of  the  hammer  or  gag  press  must 
be  afterward  wholly  annealed. 

The  contractor  must  furnish  the  use  of  a  testing  machine,  capable  of  testing  the 
above  samples,  at  all  mills  where  the  iron  or  steel  may  be  manufactured,  free  of  cost. 

All  facilities  for  inspection  of  the  material  and  workmanship  shall  be  furnished 
by  the  contractor.  He  shall  furnish  the  above  samples,  prepared,  of  both  the  steel 
and  iron,  without  charge. 

Painting. 

All  the  steel  and  iron  work,  except  the  buckle  plates,  shall  receive  a  thorough 
coating  of  pure  linseed  oil  as  soon  as  practicable  after  its  manufacture,  and  an  addi- 
tional coat  of  paint  before  erection. 

The  paint  shall  be  made  of  strictly  pure  linseed  oil  and  finely  ground  red  lead. 

The  paint  must  be  well  worked  into  all  joints  and  open  spaces. 

Before  painting,  all  the  iron  and  steel  work  shall  be  thoroughly  cleansed  from 
rust  or  loose  scale. 

In  rivetted  work,  all  surfaces  coming  in  contact  shall  each  be  painted  before  be- 
ing rivetted  together. 

The  buckle  plates  shall  be  treated  by  immersion,  hot,  into  a  bath  of  the  usual 
preparation  of  coal-tar  and  asphaltum,  now  customary  for  cast-iron  water  pipe. 

After  erection,  all  exposed  surfaces  of  the  steel  and  iron  work  shall  receive  two 
full  coats  of  white  lead  and  linseed  oil  paint  of  six  selected  tints  and  shades. 

Erection. 

The  contractor  shall  so  conduct  his  operations  during  erection  as  not  to  obstruct 
the  river  passage  or  any  public  street  without  due  authority,  nor  to  interfere  unnec- 
essarily with  the  work  of  the  other  contractors. 

He  shall  assume  all  risks  of  accidents  to  men  and  material  prior  to  the  final 
acceptance  of  the  completed  structure  by  the  Commission. 

At  the  completion  of  his  work  he  must  remove  all  false  works,  piling,  and  other 
obstructions  or  unsightly  material  produced  by  his  operations. 


THE  WASHINGTON  BRIDGE. 


75 


General  Clauses. 
All  working  drawings  required  by  the  Commission  must  be  furnished  free  of 

cost. 

No  work  shall  be  commenced  or  materials  ordered  until  the  working  drawings 
are  approved  in  writing  by  the  engineer  of  the  Commission. 

The  iron  hand-railing,  cornice,  and  ornamental  iron  work  will  be  in  accordance 
with  the  general  plans. 

The  Commission  reserve  the  selection  of  the  hand-railing  and  ornamental  work, 
providing  its  actual  cost  in  place  to  the  contractor,  plus  ten  per  cent,  profit,  does 
not  exceed  the  price  of  eighteen  dollars  per  running  foot  for  the  iron  hand-railing, 
and  a  fixed  price  of  thirty-six  dollars  per  lineal  foot  of  span  for  the  cornice  and  orna- 
mental iron  work,  exclusive  of  hand-railing,  but  inclusive  of  all  brackets  and  attach- 
ments. 


SCHEDULE  C. 


Prices  to  Govern  Increase  or  Diminution  of  Work. 


Granite  in  piers  more  than  one  foot  below  low  water,  per  cubic  yard.. . .    $25.00 

Granite  in  piers,  thence  to  the  arch  spring  line,  per  cubic  yard    28.00 

Granite  in  piers,  caps  of  rusticated  work,  per  cubic  yard. .   36.00 

Granite  in  piers,  cornice  courses  below  spring  line,  per  cubic  yard   40.00 

Granite  in  piers,  bridge  seats  for  metal  arch  ribs,  per  cubic  yard   44.00 

Granite  in  piers,  quoins  above  spring  line,  per  cubic  yard   33-oo 

Granite  in  piers,  cornice  and  parapet  on  piers,  per  cubic  yard   53-oo 

Granite  in  cornice  and  parapet  on  abutments,  per  cubic  yard   50.00 

Granite  face  voussoirs  of  sixty- feet  arches,  per  cubic  yard   37-00 

Granite  or  gneiss,  interior  sixty-foot  arches,  per  cubic  yard   33-oo 

Granite  seats  at  piers,  for  each  refuge  bay,  each   500.00 

Granite  in  stone  posts  for  railing  on  embankments,  per  post   16.00 

Gneiss  in  piers,  facing  on  end  and  side  of  piers,  per  cubic  yard   15.00 

Gneiss  facing  of  abutments,  per  cubic  yard   11.00 

Gneiss  rubble,  rear  of  the  above  and  cross  walls,  per  cubic  yard   5.50 

Blue-stone  coping  of  buttress  in  abutments,  per  cubic  yard   40.00 

Pointing  the  whole  face  of  the  masonry,  a  gross  sum  of   2,600.00 

Concrete,  interior  of  piers,  per  cubic  yard   5.50 

Concrete  under  paving  of  approaches,  per  cubic  yard   5.00 

Concrete  under  foundation  of  piers  and  abutment,  per  cubic  yard   5.50 

Concrete  in  jack  arches  on  the  abutments  and  over  buckle  plates,  per  cubic 

yard   5.00 

Excavation  of  earth  ;  dredging  for  pier  No.  II.,  per  cubic  yard   4.00 

Excavation  of  earth  for  foundation  of  piers  and  abutments  : 

For  piers,  per  cubic  yard   3.00 

For  abutments,  per  cubic  yard   60 

Excavation  of  earth  for  grading  roadway  beyond  abutments,  per  cubic  yard   50 

Excavation  of  rock  for  foundation  of  piers  and  abutments,  per  cubic  yard    2.00 

Excavation  of  rock  for  grading  roadway  beyond  abutments,  per  cubic  yard   i.oo 

Embankments  for  grading  roadway  beyond  abutments,  including  wetting  and 

rolling,  per  cubic  yard   40 

Dry  and  slope  wall  on  earth  slopes,  per  cubic  yard   2.00 

Selected  gravel  under  roadway  and  pavements,  including  wetting  and  rolling, 

per  cubic  yard   1.30 

Vitrified  drain  pipes,  including  laying  trenches  and  filling,  viz. : 

For  pipes  six-inch  diameter,  per  lineal  foot   1.50 

For  pipes  eight-inch  diameter,  per  lineal  foot   1.50 

For  pipes  twelve-inch  diameter,  per  lineal  foot   2.75 

For  pipes  eighteen-inch  diameter,  per  lineal  foot   2.75 

Cast-iron  vertical  drain  pipes  from  roadway  down  to  piers,  at  each  two  taper 
pipes  nine  to  six  inches,  and  remainder  six  inches  diameter,  viz.  : 

Lineal  foot  of  tapers     1.25 

Lineal  foot  of  six-inch  pipe   80 


THE  WASHINGTON  BRIDGE. 


Cast-iron  gratings  at  each,  per  grating   $5.00 

Galvanized  iron  for  clamps,  dowels,  and  bolts,  viz. : 

In  buttress  coping,  in  jack  arches,  in  parapets,  and  in  railing-posts,  includ- 
ing lead,  per  pound   10 

Galvanized  chain  for  railing  on  embankments,  per  pound   10 

Blue-stone  flags  (for  whole  length),  including  the  caulking  of  the  joints,  per 

square  foot   50 

Curb-stone  (for  whole  length),  per  lineal  foot   i.oo 

Gutter-stone  (for  whole  length),  per  lineal  foot   80 

Asphalt,  covering  about  seventy-nine  feet  in  width  (for  whole  length),  per 

square  yard   1.30 

Granite  pavement,  including  asphalt  and  fine  gravel  in  joints,  and  the  sand  be- 
neath, per  square  yard   3.00 

Gas  pipes  of  wrought  iron,  three  inches  diameter,  two  lines  (for  whole  length), 

per  lineal  foot   60 

Gas  lamps,  fifty  feet  apart,  on  bridge  and  approaches,  each   60.00 

Gas  lamps,  clusters  of  twelve,  each  cluster   300.00 

Foundations  of  pier  III.  below  line  shown  on  Plan  i,  per  cubic  yard  of  ma- 
sonry  25.00 

For  foundations  of  pier  II.,  if  compressed  air  is  used,  per  cubic  yard  of  displace- 
ment, timber,  and  masonry,  below  said  line   45.00 

For  foundations  of  pier  II.,  if  any  process  other  than  compressed  air  is  used, 

cost  as  certified  to  by  the  engineer,  with  ten  per  cent,  added  

For  any  decrease  in  foundations  above  said  line,  per  yard  to  be  deducted   10.00 


ADDITIONAL  PRICES  UNDER  SECOND  SECTION  OF  CONTRACT. 

Granite  skewbacks  and  cornice,  per  cubic  yard   $51.85 

Granite  cornice  on  piers  and  abutments,  per  cubic  yard   80.00 

Granite  cornice  on  approaches,  per  cubic  yard   90.00 

Granite  cornice  on  stairway,  per  cubic  yard   145.00 

Granite  facing  of  piers  and  abutments,  replacing  gneiss,  per  cubic  yard   19.00 

Brick- work,  per  cubic  yard   13.00 

Portland  cement,  per  barrel  $2.35  to  2.50 

Blue-stone  steps,  per  lineal  foot   2.85 

Blue-stone  platforms,  per  square  foot  $2.80  to  3.15 

Gas-lamp  posts,  with  lamps  (bronze),  standard   264.00 

Gas-lamp  posts,  with  lamps  (bronze),  on  piers   314.00 

Electric  lamp-posts   790.00 

Bronze  rail  on  approach,  per  panel,  ten  feet  long    1 10.00 

Bronze  ornaments  in  granite  parapet,  each   26  50 

Asphalt  roadway,  binder  and  wearing  surface,  per  square  yard   3.15 

Bituminous  concrete,  per  cubic  yard   5.00 

Iron  cornice  and  parapet,  $138,066.41 ;  of  which,  $71,400  included  in  original 

contract  price  for  iron  and  steel  work    138,066.41 


SPECIFICATIONS  FOR  PAVING  HARLEM  RIVER  BRIDGE. 


First.  The  wearing  surface  of  said  pavement  will  be  three  and  a  half  inches 
thick  when  compressed,  composed  of  a  bituminous  binder  one  and  a  half  inches  in 
thickness  and  a  Trinidad  asphalt  surface  two  inches  in  thickness,  laid  upon  a  founda- 
tion of  bituminous  concrete  or  distillate  base  of  the  thickness  hereinafter  specified. 

Second.  The  foundation  will  be  composed  of  clean  broken  stone  that  will  pass 
through  a  two-and-a-half-inch  ring,  spread  in  layers  not  exceeding  six  inches  in 
thickness  and  well  rammed  and  rolled  with  a  steam  roller  until  each  layer  is  thor- 
oughly compacted,  after  which  each  layer  shall  be  sprinkled  with  hot  composition 
expressly  distilled  for  the  purpose,  using  not  less  than  about  ten  gallons  to  the  cubic 
yard  of  stone,  so  as  thoroughly  to  permeate  all  crevices  or  spaces,  thereby  making 
the  layer  one  solid  mass. 

(a)  Over  the  buckle  plates  the  first  layer  of  stone  shall  not  exceed  three 
inches  in  thickness,  and  shall  be  composed  of  broken  stone  to  be  not  more  than 
three-quarter  inch  in  diameter ;  successive  layers  of  stone  will  then  be  laid,  rolled, 
and  sprinkled  with  hot  composition  as  above  described,  until  the  surface  is  exactly 
parallel  to  and  three  and  a  half  inches  from  the  surface  of  the  finished  pavement. 

(b)  Over  the  arches  the  foundation  of  the  pavement  will  begin  at  the  concrete 
surface,  and  will  be  laid  in  the  manner  just  described,  until  its  surface  is  exactly 
parallel  to  and  three  and  a  half  inches  from  the  surface  of  the  finished  pavement. 

{c)  Over  the  approaches,  exclusive  of  the  arches,  the  foundation  of  the  pave- 
ment will  begin  on  the  filled  surface,  eight  and  a  half  inches  below  the  finished  sur- 
face of  the  pavement,  and  will  be  laid  in  the  manner  just  described,  until  its  surface 
is  exactly  parallel  to  and  three  and  a  half  inches  from  the  finished  surface  of  the 
pavement. 

Third.  The  foundation  being  thoroughly  prepared  in  the  manner  specified, 
the  second  or  binder  course  will  be  laid,  composed  of  clean  broken  stone  thoroughly 
screened,  not  exceeding  one  inch  in  the  largest  dimensions.  The  stone  will  be 
heated  by  passing  through  revolving  heaters  and  thoroughly  mixed  by  suitable  ma- 
chinery with  No.  4  coal-tar  distillate  in  the  proportion  of  one  gallon  of  distillate  to 
one  cubic  foot  of  stone.  The  binder  will  be  hauled  to  the  work,  spread  upon  the 
base  course  at  least  two  inches  thick,  and  immediately  rammed  and  rolled  with  hand 
and  steam  rollers  while  in  a  hot  and  plastic  condition,  until  it  is  compressed  to  a 
thickness  of  one  and  a  half  inches,  and  has  a  surface  parallel  to  and  two  inches  from 
the  finished  surface  of  the  pavement. 

Fourth.  The  asphalt  surface  will  be  composed  of:  first,  refined  Trinidad 
asphaltum  ;  second,  heavy  petroleum  ;  third,  sand  containing  not  more  than  five 


THE   WASHINGTON  BRIDGE. 


79 


per  cent,  hydro-silicate  of  alumina;  fourth,  fine  powder  of  carbonate  of  lime.  The 
asphaltum  must  be  refined  and  brought  to  a  uniform  standard  of  purity  and  grav- 
ity. The  petroleum  oil  must  be  freed  from  all  impurities  and  brought  to  a  specific 
gravity  of  eighteen  to  twenty-two  degrees  Beaume,  and  stand  a  fire  test  of  two  hun- 
dred and  fifty  degrees  Fahrenheit.  They  will  be  mixed  in  the  following  proportion 
by  weight  : 

Refined  asphaltum,  lOO  pounds. 

Petroleum,  14  to  17  pounds. 

The  asphalt  cement,  made  in  the  manner  above  described,  will  be  mixed  with 
other  materials  in  the  following  proportions  by  weight : 

Asphalt  cement,  from  15    to  18 

Sand,  from  70    to  65 

Pulverized  carbonate  of  lime,  from         .       .       .       .       15    to  17 

100  100 

In  order  to  make  the  pavement  homogeneous,  the  proportion  of  the  asphalt 
cement  must  be  varied  according  to  the  quality  and  character  of  the  sand.  The 
carbonate  of  lime  may  be  reduced,  or  omitted  entirely,  when  suitable  sand 
can  be  obtained.  The  sand  and  asphalt  cement  will  be  heated  separately  to 
about  three  hundred  degrees  Fahrenheit.  The  pulverized  carbonate  of  lime  while 
cold  will  be  mixed  with  the  hot  sand  in  the  required  proportions,  and  then  mixed 
with  the  asphaltic  cement  at  the  required  temperature  and  in  the  proper  proportion 
in  a  suitable  apparatus,  so  as  to  effect  a  thoroughly  homogeneous  mixture.  The 
pavement  mixture,  prepared  in  the  manner  indicated,  will  be  laid  upon  the  binder 
as  follows :  It  will  be  brought  to  the  ground  in  carts  at  a  temperature  of  about  two 
hundred  and  fifty  degrees  Fahrenheit,  and  carefully  spread  by  means  of  hot  iron 
rakes  in  such  manner  as  to  give  a  uniform  and  regular  surface  and  to  such  depth, 
that,  after  having  received  its  ultimate  compression,  it  will  have  a  thickness  of  two 
inches.  This  thickness  will  be  tested  by  gauges  approved  by  the  Chief  Engineer 
of  the  Harlem  River  Bridge  Commission.  The  surface  will  then  be  compressed  by 
rollers,  after  which  a  small  amount  of  hydraulic  cement  will  be  swept  over  it,  and 
it  will  then  be  thoroughly  compacted  by  steam  roller  to  weigh  not  less  than  two 
hundred  and  fifty  pounds  per  lineal  inch,  the  rolling  being  continued  so  long  as  it 
makes  an  impression  upon  the  surface. 

All  materials  used,  as  well  as  the  plant  and  method  of  manufacture,  will  be 
submitted  to  the  inspection  and  approval  of  the  Chief  Engineer  of  the  Harlem 
River  Bridge  Commission. 

Fifth.  In  order  to  make  the  gutters  impervious  to  water,  a  width  of  twelve 
inches  next  to  the  curb  will  be  coated  with  hot,  pure  asphalt,  smoothed  with 
smoothing  irons. 

The  Chief  Engineer  of  the  Harlem  River  Bridge  may,  at  his  option,  require 
the  gutters  for  a  width  not  exceeding  eighteen  inches  to  be  laid  with  a  distillate 


THE  WASHINGTON  BRIDGE. 


composition  composed  of  paving  cement  made  of  twenty-five  per  cent,  of  refined 
asphalt  and  seventy-five  per  cent,  of  coal-tar  distillate  mixed  with  other  materials, 
as  follows : 

Clean,  sharp  sand  will  be  mixed  with  pulverized  stone  of  such  dimension  as  to 
pass  through  a  quarter-inch  screen  in  the  proportion  of  two  to  one ;  to  twenty-one 
cubic  feet  of  the  above  mixture  will  be  added  one  peck  of  dry  hydraulic  cement, 
one  quart  of  flour  of  sulphur,  and  two  quarts  of  air-slacked  lime  ;  to  this  mixture 
will  be  added  three  hundred  and  twenty  pounds  of  paving  cement  to  compose  the 
wearing  surface. 

These  materials  will  be  mixed  and  laid  in  the  same  manner  as  above  described 
for  the  asphalt  surface. 

And  the  said  Chief  Engineer  shall  have  the  further  option  of  requiring  the 
gutters,  for  a  width  not  exceeding  eighteen  inches,  to  be  laid  in  Portland  cement 
concrete  with  a  facing  of  Portland  cement  mortar,  in  the  following  manner : 

The  gutter  will  be  laid  with  a  total  thickness  of  three  and  a  half  inches,  of 
which  two  inches  shall  be  in  concrete  and  one  and  a  half  inches  in  mortar;  a 
wooden  form  with  a  thickness  of  three  and  a  half  inches  will  be  laid  upon  the  base 
with  its  edge  at  the  distance  of  eighteen  inches  from  the  curb  ;  said  edge  having 
such  shape,  either  curved  or  notched,  as  may  be  prescribed  by  said  Chief  Engineer 
for  the  purpose  of  giving  corresponding  shape  to  the  edge  of  the  gutter.  The  con- 
crete will  be  composed  of  one  part  best  Portland  cement  (equal  to  Dykerhoff's  or 
White's),  two  parts  of  clean,  sharp  sand,  and  three  parts  of  clean  broken  stone,  not 
more  than  one  inch  in  their  largest  dimensions.  These  materials  will  be  mixed 
with  the  least  possible  amount  of  water,  and  will  be  thoroughly  compacted  in  place 
by  ramming.  The  exposed  surface  of  the  gutter  will  be  coated  one  and  one-half 
inches  thick  with  a  cement  mortar  composed  of  one  part  best  Portland  cement,  as 
above,  and  three  parts  of  clean,  sharp  sand  or  of  granulated  stone,  the  fragments 
being  of  such  size  as  to  pass  through  a  quarter-inch  screen,  and  free  from  all  dust. 
These  materials  will  be  mixed  with  the  least  possible  amount  of  water,  and  will 
then  be  spread  in  place  and  thoroughly  compacted  by  tamping  with  a  straight 
edge,  special  care  being  taken  to  get  an  absolutely  accurate  grade,  so  as  to  facilitate 
the  flow  of  water.  The  work  will  be  carried  on  uniformly  and  the  whole  gutter 
completed  while  in  a  soft  and  plastic  state,  so  that  it  will  become  a  homogeneous 
solid  when  set.  While  still  plastic,  the  curb  and  gutter  will  be  sawed  or  cut  at  in- 
tervals of  six  or  eight  feet,  as  may  be  ordered,  to  allow  for  expansion  and  contrac- 
tion and  give  it  the  appearance  of  cut  stone.  This  gutter  of  Portland  cement  con- 
crete will  be  laid  in  advance  of  the  laying  of  the  asphalt  surface,  and  shall  be  al- 
lowed to  set  for  not  less  than  five  days  before  the  asphalt  shall  be  laid  against  it. 

In  case  the  gutters  shall  be  laid  with  either  distillate  or  composition  or  Port- 
land cement  concrete,  they  shall  be  measured  and  paid  for  at  the  rate  of  two  dol- 
lars and  eighty-five  ($2.85)  cents  per  square  yard  ;  being  the  same  price  as  for  the 
above  described  pavement,  consisting  of  asphalt  surface  and  binder  with  a  total 
thickness  of  three  and  a  half  inches. 

Sixth.    The  hot  composition,  referred  to  in  the  above  specifications,  shall  be 


THE  WASHINGTON  BRIDGE. 


81 


the  icsiduum  of  the  distillation  of  coal  tar  after  extracting  the  lighter  oils,  and  shall 
be  of  the  consistency  usually  known  to  manufacturers  as  No.  4.  It  shall  be  of  uni- 
form standard  of  purity,  free  from  all  extraneous  matter,  and  shall  be  subject  to 
the  inspection  and  approval  of  the  Chief  Engineer  of  the  Harlem  River  Bridge 
Commission. 

Seventh.  One  or  more  inspectors  will  be  appointed  by  the  Harlem  River 
Bridge  Commission,  whose  duty  it  shall  be  to  point  out  any  neglect  or  disregard  of 
these  specifications.  The  work  shall  be  done  in  strict  accordance  with  these  speci- 
fications, and,  upon  all  technical  questions  concerning  the  execution  of  the  work  in 
accordance  with  the  specifications  and  the  measurement  thereof,  the  decision  of  the 
Chief  Engineer  of  the  Harlem  River  Bridge  Commission  shall  be  final. 

Eighth.  The  Barber  Asphalt  Paving  Company  guarantees  the  wearing  qual- 
ity of  the  pavement  to  be  laid  under  this  contract  for  the  period  of  five  years  from 
the  completion  of  the  laying  thereof ;  and  shall,  during  said  period,  at  its  own  cost 
and  without  any  expense  or  charge  to  the  city  of  New  York  or  any  department 
thereof,  repair  and  make  good  any  injury  to  said  pavement  caused  by  the  proper 
use  of  the  same  as  a  public  highway,  and  shall  keep  and  maintain  the  same  in  good 
order  and  repair  for  the  entire  period  of  five  years  aforesaid.  Good  and  sufficient 
bond  for  said  maintenance  and  repair  shall  be  given  to  the  Commissioners  of  the 
Harlem  River  Bridge  and  their  successors  in  office  and  to  the  city  of  New  York  by 
the  said  The  Barber  Asphalt  Paving  Company. 

(Approved.) 

William  R.  Hutton, 
Chief  Engineer,  Harlem  River  Bridge  Commission. 


■  i 


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mi  m  i 


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ii  m  §  f  Mil  i 


i 

°   III  1 

iSI  iS- 

111  1 

i  i 

where    plus    sign  is 
shown. 

Note— As  the  material 
piled  around  the  Pier 

-991,1  -iIV  oj  anp  U0IPB3H 

i ;  i  if            iiiigiiiisiiiSsSiiiiisssiiiiiig  iigimasiiiiii 

JO  norjBAaia 

! 

:!  :;::::::;:::::  1  ■::;:::■:::::  !     :  ' 

•}3B}U00  III  93BJjng 

JO  UOIl 

1 

! 

H 
03 

1 

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ry; 



1 

|,  =  =  , ,  =  „  =    =  ,          =      =  =     =  ,  =  =  ,  =  ,  =  , =              =  ,  =  =  ,  =  ,  =  = 

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Sis 


MHHHiiliiS  iiiiiiiiiliiiiiillMiii 


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ijsiiilliiiiiiiiiiiii  mmmm 


TESTS  OF  MATERIALS. 


88 


THE  WASHINGTON  BRIDGE. 
TESTS  OF  CEMENT. 


ROSENDALE  : 

N.  Y.  and  Rosendale. . 


Norton's  (Rosendale)  . 


Miscellaneous  : 


50 
258 
640 


PARTS  OF     j        AGE  MEAN 
SAND   TO    one'       when  TENSILE 
OF  CEMENT.   [    TESTED.  STRENGTH. 


I  Day 
I  7  Days 

14  " 

15  " 
23  " 

3  Months 
7  Day 
23  " 
3  Months 
6 

I  Year 
7  Days 
28  " 
3  Months 
6 

I  Year 
30  Days 
60  " 

3  Months 

6 

I  Year 

I  Day 

7  Days 
[5  " 
28  " 
28  " 


-C. 
-C. 

-c. 
-c. 
-c. 
-c. 
-c. 
-c. 
-c. 

-C.  I 


Neat, 


o 


I— C.  I 
I— C.  I 

1-  C.  I 

2—  C.  1 
2— C.  I 
2-C.  I 
2— C.  I 
2— C.  I 


I  Day 

7  Days 
I  Month 
3  Months 

7  Davs 
28 

3  Months 
7  Dav 
28  " 
3  Months 
6 

I  Year 


THE  WASHINGTON  BRIDGEA 
TESTS  OF  QY.W^'Hi: .—Continued. 


89 


PARTS  OF 
SAND  TO  ONE 
OF  CEMENT 


75 
1,073 
5° 


Sand  I  —  C 

"  i-C.  I 

"  2— C.  I 

"  2— C.  I 

"  2  — C.  I 

"  2— C.  I 

"  2— C.  1 

"  2  — C.  I 

"  2— C.  I 

"  2— C.  I 

"  2  -C.  I 

"  2  — C.  I 

Neat, 


Sand  I  —  C. 

1—  C. 

2—  C. 

2— c. 

2  — C. 
2— C. 
2— C. 


Neat, 
Neat, 


AGE 
WHEN 
TESTED. 


I  Day 

7  Days 
14  " 
28  " 
28  " 

3  Months 

7  Days 
28 

3  Months 
6 

I  Year 
7  Days 


Neat, 


Sand  2 — C.  i 
2— C.  I 
2— C.  I 
2— C.  I 


MEAN 
TENSILE 
STRENGTH. 


636.1 

687.6 

683.64 

699 

728 


3  Months 
6 

I  Year 


Day 
7  Days 

,^  -Months 
28  Days 
3  Months 
I  Month 
3  Months 
3 
6 

I  Year 

1  Day 

2  Days 

3  " 
7  " 

28  " 

1  Day 
7  Days 

I  Day 
7  Days 
I  Month 

7  Days 
28  " 

3  Months 

7  Days 
28  " 

3  Months 

6 


257 
323 
389 
300 
169 
248 
294 
374 
314 


653 
631 
482 
435 
315 
282 


244 
325 
507 
712 

216 
463 

192 
442 
662 

629 
674 
876 
192 
254 
275 
299 


THE  WASHINGTON  BRIDGE .  ^ 


"TESTS  OF  STONE. 
Gray  gneiss   from  Roxbury,  'Conn.     Test  pieces  were  cubes  2yi 
inches  by  2^  inches  hy  2%  inches. 

No.  I,  tested  on  natural  bed,  yielded  under  11,051  lbs.  per  sq.  inch. 
"    2,      "     "         "       "         "         "      15.130  " 
"    3,      "      "    edge,  "         "      13,8:18   "     "  " 

TESTS  OF  CONCRETE. 

Concrete  taken  from  interior  wall  of  pier  III.,  composed  of  one 
part  of  Rosendale  cement,  two  parts  of  clean  sand,  and  five  parts  of  broken 
stone, — all  by  measure,  mixed  by  machine.  Age  in  the  work,  three 
months.  Blocks  were  detached  by  drilling  holes  obliquely  from  above 
and  below,  and  then  roughly  squared  with  a  tool.  Three  rough  cubes 
were  tested,  the  bearing  faces  being  rendered  smooth  and  parallel  by 
coating  with  Portland  cement. 

No.  I,  crushed  under  340.0  lbs.  per  sq.  inch. 

"    2,       "        "     406.4  " 

"    3,       "        "     479.0  "  " 


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Views  Showing  Progress 
Work, 


PLATES   XV.   TO  XXXI. 


EAST  SIDE,  APRIL  22,  1887. 


PLATE  XVlll. 


PIER  II,  SEPTEMBER  8,  1887. 


PLATE  XXIir 


EAST  SIDE,  DECEMBER  24,  1887. 


EAST  SIDE-MARCH  23,  1888. 


PLATE  XXXI. 


EAST  SIDE,  NOVEMBER  I,  1888. 


I 


I 


m 

i 


Plates  Showing  Masonry  Work. 


XXXIII.  TO  XLIII. 


Caisson  Foundu 


PLAN 


I  04,S 


LONGITUDINAL  SECTION 


PLATE  XXXVI 


I 

i 

I 


PLATE  XXXVI 


r 


fit 


3N-TAL  WORK  AT  FLOOR  LEVEL. 


PLAN  ON  C-D 


Il 
I 

L 
< 
> 
I 
2 
C 
I 
< 
1 

< 
o: 

0 

L 

o: 

H 
Z 

U 


Plates  Showing  Metal  Work. 


XLIV.  TO  LVIII. 


I. 

I 


\ 

V 


I 

I 


.1^ 


BOTTOM  VIEW. 


_®  2  2  ®  ® 


V^EBPLATE  J-" 


I  2  PLATES  IZ'^^'  -  6 /iNGLES  6"K6'r^^'  I 

9  ^COVER  PLATES  ZO"x.^-  Q| 

'  ■  ^ — ^ — 5 — 9" — — ®    ¥  '  ®    »  9 — ^ — 5 — 5 — ^  "ifr 

®      a       (s       9       »  a,       »       @  ®       ®       ®       a      ,;j       9       o  ef. 


^  2  2  2  ^       ^  o 

4- COVER  PLATES  2  0"x.}' 
2  PLATES  /2"x|'  ~  SINGLES  6\6\^" 


16' 7.41"  ON  CENTER  LINE 


PLATE  XLVll, 


Table  of  Plates  and  Angles  for  one  Flange  of 
from  No.  ]  to  No.  17. 

iWN  ON  Plate  XLVI.) 


SECT/ON. p,.,,e  ini 


N.  ,  r,  f  inch  by  12  ft.  6  in.,  area  of  sectio 
Ls  Nos  J  to  17,  ;:|  inch  by  i  r  ft.  i  inch,  area  c 


LIST  OF  OUTER  FLANGE-PLATES  FOR  EACH  { 


SCALE. 


^2 

4 

Number  of  I'l.ites  and 
inch 

lor  one^riange 

■ 

(  2,  20  X  I 

ii,  20  X  H 

I  43! 

105 

3.  20  X 

*  I.  20  X  1 
'/  3.  20  X  1 

\  3.  20  X  5 
(  I,  20  X  1 

57i 

ii8| 

4.  20  X  2 

60 

\  3.  20.  X  J 
M,  20  X  H 

61] 

122J 

.  3,  20  X  1 

( I,  20  X 

I22i 

1  3.       X  i 
/  I,  20  X  IS 

122A 

j3.  20  X  ? 
/ 1,  20  X  {?T 

6ii 

122J 

10 

4,  20  X  1 

60 

I2li 

(  3.  20  X  1 
/  I,  20  X  t 

j  3.  20  X  1 

57i 

1185 

13 

/  I,  20  X  J 

5  2,  20  X  1 
(  I.  20  X 

55 
5ii 

ii6i 

II2i 

M 

51.  20  X  1 

^2,  70  X  \l 

471 

1085 

15 

3.  20  X  1 

io6i 

16 

/  1,20  X  I 

42i 

I03f 

17 

j  2,  20  X  J 

M,  20  X  5 

42i 

io3i 

JOINTS  OF  SEGMEH 


LATERAL  BRACIN 


TOP  LATERALS. 

-217.01-   212  97"  »  Z09U-  — -f--  —205.4-3"  +  201.95--^  198.70"  >(«  195.67'  ^  192.69"  ^- 


i*-  - 2/2.6/"-    -4^  ~  208.39"  ^l*^  204.37"—  4«  200.51"  i- —  /93.46^  —ii-        190.27-   187.33"  il' 

BOTTOM  LATERALS. 

SCALE. 


DOTTED  LINES,   SHOW  BRACING  FOR  LOWER  FLANGES. 


SECTIONS  OF  METAL  STRUCTURTO 


POSTS  0- 


OTS  AND  STRUTS 


PLATE  LI. 


2  ANGLES  S'xS'xf " 

TRANSVERSE  STRUTS  BETWEEN  POSTS. 


i 


!Uj  j 

1^ 

1^ 

 12'  11"- 

2  ANGLES  3"x3  " 


//\\//'V/\\//-%#-^\\//--\/A\ 

'-av  #  -'gv'  #  ^iQV  '-sy- 


2  ANGLES  3"x3"; 
/4'0" 


TRANSVERSE  STRUTS  BETWEEN  RIBS. 


I 


TRANSVERSEFlO 


TOP  VIEW. 


^  2'3|"  --^  3'4'  ^  3'4'  ^  3'4 


^/VD  V/£W, 


15 


®  ®  ®  ®  ® 


WEBPLATE 
f"x  6'  7i' 


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^  WEBPLATE 
fx  14 '0' 


^      ^  ^  ^  ^ 


'        !  ' 

-  ^  H'04^  2'3^  ^- 


 6'7-t- 


-  20'  71  OUT  TO  OUT  - 


2\     0  "  CENTRE  OF  TLOOKBLAM  TO  E 


END  VIEW. 


®  ®  0,01(3)  (i>(?)|(D  @G)(D@9    @     @  @ 


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fx  21"  O"  • 

^  2L6''x4-"  4-2iL8».PYoj®  


 14  0   CENTRE  TO  CENTRE  OF  COLUMNS.  " 


LOOR  BEAMS. 


PLATE  L\\ 


 3  4'  ^- 

-  7»35"_2'2^^  [i^ 


2-/0/"  r  60  LBS-.P.Y-.QI 

a  o  ®  @  0  ®  (D 


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f 


BUCKLE 


I 


lASONRY,  AND  EXPANSION  JOINT. 


PLATE  LIV. 


ENLARGED  PLAN  or  ANCHOR  PLATES. 


DETAILS  OF  CONNECTION 


 j6\o:_ 


•  •  (jiooiaiai® 


a  »  a  a   a  a  » 


a      oil     a  ®|.'?,-i,?r 


a   Q)   a    a  o 


a  a  a   9  a 


a   a    aaaoaaaaa  a 


1  ID  » 

1^ 


aj  ®  9  ®  e  ®  I  o  ®@@®®  @®o 


9®®®o®®«® 


(Scale  : 


Over  Ro/idv 


I  nil  if  I  if  ur_ 


_|  Feet 

^  \/  Me/re. 


FLEV/iTioN  OF  Sliding  Beam. 
f/v£)  OF  Iron  Floor' ng. 


 ii^L  , 

9-  ^,-^iigLg-?-.Jl" 


EXPA/VS/ON  TROUGH 

2S'  CND  TO  CFNTFR. 


I 

I 


SECTION  OF  IRON  CORNICE  AND  BALUSTRADE. 

 PLATELVII 


I 


ERECTION   PLANS,  PLANT  AND  DETAILS. 

PLATES  LIX.  TO  LXI. 


dedion's  method  for  deflections. 

PLATE  LXIL 


comparison  of  large  metal  ARCHES. 

PLATE  LXin. 


FROM   THE   ENGINEERING  X    BUILDING    RECORD,  BY  CONSENT. 


PLATE  LIX. 


lND  Lor.vriox  ri^vxs 

E  .18  8  7 

AN  D  Plan 


(  TiMBCft  In  False  Wo/fi^  Shown  By  Single  Hca  vy  Lines 

I  Outlines  Of  Finished  Structure  Drawn  Full  

]       "       ,  Unfinished    '■  •■  Brocken  

(  Masonry  ABOVE  Ground  Hatched  As  Far  As  BuiltUp 


I 
I 


ERECTION  PLAll 


I 


ERECTION 


1 


ADVERTISEMENTS. 


The  Passaic  Rolling  Mill  Co., 

ENGINEERS,  CONTRACTORS,  AND  MANUFACTURERS 

IN 

STEEL  AND  IRON. 

WORKS  AND  GENERAL  OFFICE,  NEW  YORK  OFFICE. 

PATERSON,  N.  J.  No.  45  BROADWAY. 


WATTS  COOKE,  Pres't.  A.  C.  FAIRCHILD,  Sec'v. 

W.  O.  FAYERWEATHER,  Vice-P.  and  Treas.    J.  K.  COOKE,  Sup't. 
G.  H.  BLAKELEY,  Engineer. 


CONTRACTORS  FOR  RAILWAY  BRIDGES,  ELEVATED 
RAILROADS,  ROOFS,  TURNTABLES,  VIADUCTS, 

ETC.,  ETC. 


Contractors  and  Builders  of  the  Steel  and  Iron  Spans  of  Washington  Bridge 
over  the  Harlem  River,  New  York  City, 


MYLES  TIERNEY. 


z/e^     (Jft^i/id^  'itched  ^  '-^i^et^i^^^^d ^  CKnc/ 


JOHN    PEI  RCE, 

GRANITE, 

826  Temple  Court,  5  Beekman  Street, 

NEW  YORK  CITY. 

 REPRESENTING  

BODWELL  GRANITE  CO..  Rockland,  Maine. 
HALLOWELL  GRANITE  WORKS,  Hallowell,  Maine. 
MOUNT  WALDO  GRANITE  WORKS,  Frankfort,  Maine. 
THE  STONY  CREEK  RED  GRANITE  CO.,  Branford,  Conn. 


Contractors  for  furnishing  Granite  for  New  State,  War  and  Navy  Departments  Building,  Washington, 
D.  C;  Masonic  Temple,  Record  Building,  Western  Savings.  Fund  Building,  and  Pennsylvania  R.  R. 
Passenger  Station,  &c.,  Philadelphia;  Philadelphia  County  Jail,  Penn.;  Basement  of  New  Post  Office 
and  Court  House,  at  Erie,  Pa.;  Carnegie  Free  Library  Building,  Allegheny  City,  Penn.;  Fidelity  Title 
and  Trust  Company  Building,  Newark,  N.  J.;  Savings  Bank  Building,  Wilmington,  Del.;  New  Custom 
House  and  Post  Office,  Cincinnati,  Ohio  ;  New  Court  House  and  Post  Office,  Atlanta,  Ga.;  New  County 
and  City  Buildings,  New  Board  of  Trade  Building,  Offices  for  Pullman  Co.,  Counselman  Building,  Home 
Insurance  Co.  Building,  Peck  Buildings,  and  Auditorium  Buildings,  &c.,  Chicago,  111.;  St.  Louis  Bridge, 
Missouri  ;  North  Western  Insurance  Company  Building,  Milwaukee,  Wisconsin  ;  Polished  Granite  for 
the  State  House,  Indianapolis,  Indiana;  New  Post  Office,  and  Custom  House,  Brooklyn,  N.  Y.;  New 
York  and  Brooklyn  Bridge,  Harlem  River  Bridge.  Welles  Building,  Mutual  Life  Insurance  Co.  Building, 
Manhattan  Bank  Building,  Kelley  Building,  Methodist  Book  Concern  Building,  Fifth  Avenue  and  20th 
Street,  Havemeyer  Residence,  Fifth  Avenue  and  66th  Street,  Sun  Insurance  Co.  Building,  Mechanic's 
Bank  Building.  &c.,  New  York  ;  Wellington  Building,  Jordan,  Marsh  &  Co.  Building,  &c.,  Boston; 
New  Custom  House  and  Post  Office,  Fall  River,  Mass.;  Peabody  Town  Buildings,  Peabody,  Mass.; 
Gen.  Wool  Monument,  Troy,  N.  Y. ;  Pilgrims'  Monument,  Plymouth,  Mass.;  Smith  Monument,  Phila- 
delphia ;  Mausoleum  and  Monument  for  Dr.  Gibson,  Jamestown,  Penn. ;  Ladeu  Mausoleum,  Woodlawn 
Cemetery,  New  York  ;  Equitable  Life  Insurance  Building,  Union  Trust  Building,  New  York  ;  Eagle 
Building,  Brooklyn,  N.  Y.. 

JOHN  PEIRCE,  President.       JOHN  BOARDMAN,  Jr.,  Secretary.       HENRY  S.  LANPHER,  Treasurer. 

NEW  YORK  AND  MAINE 

Granite  Paving  Block  Co., 

826  TEMPLE  COURT.  5  BEEKMAN  STREET, 

NEW  YORK  CITY. 


NEW  YORK  AND  ROSENDALE  CEMENT  CO. 

KNOWN  AS  "SNYDER'S  BRIDGE  BRAND." 


About  40,000  Barrels  were  used  in  the  Washington  Bridge,  over  the 
Harlem  River,  New  York  City. 

This  brand  we  warrant  superior  to  any  Rosendale  Hydraulic  Cement  manufac- 
tured for  use  under  or  out  of  water.  Especially  adapted  where  tensile  and  com- 
pression tests  are  required. 


USED  ON  OVER  FORTY  BRIDGES. 

including  the  two  large  bridges  over  the  Susquehanna  River,  and  Tombigbee  Bridge, 
Ala. ;  in  the  construction  of  Water  Works,  Sewerage,  and  Concrete  work  throughout 
the  country.    Used  extensively  by  the  U.  S.  Government. 

TESTIMONIALS. 
From  Mr.  C.  C.  Martin,  Prin.  Ass't  Engineer  East  River  Bridge  : 

"  It  affords  me  pleasure  to  certify  that  we  have  used  on  the  East  River  Bridge  a  very  large  quantity  of  the  New 
York  and  Rosendale  Co.'s  cement,  about  38,000  barrels  in  one  year.  We  found  it  uniformly  good,  coming  up  to  the 
specifications,  and  in  many  cases  going  far  beyond  them." 

From  Mr.  F.  Collingwood,  Ass't  Engineer  New  York  and  Brooklyn  Bridge  : 

"  I  take  pleasure  in  saying  that  the  cement  supplied  by  the  New  York  and  Rosendale  Cement  Co.  has  proved 
itself  of  good  quality  throughout.    When  exposed  to  water  it  has  stood  well." 

From  Mr.  G.  Linden  th a l,  C.  E.  : 

"  The  New  York  and  Rosendale  cement  gave  entire  sali-faction  at  the  Monongahela  Bridge.  It  was  used  for  con- 
crete in  foundations,  under  water,  and  in  the  concrete  filling  of  the  large  piers  with  entire  success.  Especially  com- 
mendable in  its  reliable,  even  quality." 


THE  FOI.LOWINX,  PARTIES  ARl.   I  .  -  !  i<  CONCRETE  MIXERS. 

Myles  Tierney-Union  Bridge  Co.-Casparis  &  Co. -Shields  &  C.irroll    .NLiiininc,  Mavwell  &  Moore-Nor.  Pacific  R.R., 
St.  Paul.  Minn.-Sooy.mith  &  Co..  Louisville.  Ky.-Dawson.  Symmes  &  Ussher-Anderson  *  Barr-Smilh  &  Krown-Estate 
of  James  B.  Ends— Arthur  McMullen-John  W.  Coburn  &  Co. -Pierce  &  Thomas-Minneapolis  Street  Railway  Co..  etc. 
HARLE.M  RIVER  BRIDGE  COMMISSION. 

Resident  Engineer's  Office.  High  Bridge,  Feb.  5,  '87. 

The  Cockburn  Barrow  and  M.^chine  Co.,  Jersey  City,  N.  J. 

Dear  Sirs:  The  Concrete  Mixer  furnished  by  you  to  Mr.  Myles  Tierney,  Contractor  on  this  work,  hns  been  used  in  mixinj; 
several  thousand  yards  of  Concrete,  without  delay  for  repairs  of  any  kind.  The  machine  is  simple  in  construction,  readily  oper- 
ated, and  does  its  work  thoroughly.    Its  capacity  is  upwards  of  150  cubic  yards  in  ten  hours. 

Yours  truly,  A.   NOBLE,  Res.  £ng: 

Sole  Manufacturers  of  the  well  known 

MORISON  SAND  PUMPS. 

These  Pumps  are  extensively  used  in  the  sinking  of  Caissons  for  Bridge  Piers  and  for  Jetty  work. 
Also,  Hoisting  Buckets,  Dredges,  Air  Locks,  all  machinery  for  Pneumatic  work,  etc.,  etc. 
Prices,  and  any  information  luill  be  cheerfully  given  on  application  to  the  Manufacturers. 

THE  COCKBURN  BARROW  &  MACHINE  CO.,  234, 236, 238,  and  240  Eleventh  St.,Jersey  City,  N.  J. 

M.  GOODWIN, 

MINER  AND  SHIPPER  OF   BUILDING  SAND, 

OFFICE  AND  YARD,  FOOT  OF  EAST  29TH  STREET, 

NEW  YORK  CITY. 


I  am  prepared  to  furnish  Sand  suitable  for  Concrete,  Brick  Work  or  Plastering,  etc.,  etc., 
and  deliver,  upon  short  notice,  cargoes  of  200  tons  and  upwards,  at  any  point  in  New  York 
or  vicinity.    I  can  also  furnish  earth,  ashes,  etc.,  for  fiiling-in  purposes. 

TELEPHONE  NO.  275,  EIGHTEENTH  STREET. 


240,  11th  Street,  Jersey  City,  N.  J. 


SOME  OF  THE  WORK  DONE  BY  ANDERSON  &  BARR : 
Afchafalaya  Bridge,  Texas  &  Pac.  Ry. 
Foundations  Ohio  River  Bridge,  Cairo,  III, 
Foundations  Merchant  Bridge,  St.  Louis.  Mo. 
Foundations  Arkansas  River  Bridge,  at  Little  Rock. 
Foundations  Seakonk  River  Bridge,  Providence,  R.  I. 
A  Tunnel  4,000  ft.  long  12  ft.  in  dia.,  in  Brooklyn.  N.  Y. 
Foundations  for  the  Hawksbury  Bridge.  N.  S.  W.,  Australia. 
Buttresses  against  Foundations  of  Chestnut  St.  Bridge,  Philadelphia.  Pa. 
Foundation  Central  Pier  of  the  Washington  Bridge  over  the  Harlem  River,  New  York  City. 
ETC.,  ETC. 

WORK  NOW  UNDER  CONSTRUCTION: 
Foundations  for  Bridge  at  Ft.  Smith,  Ark. 

9,000  ft.  of  Tunnel  in  Brooklyn,  N.  Y. 

Diamond  Shoal  Lighthouse,  Cape  Hatteras. 


RENDROCK  POWDER  COMPAINY, 

23  Park  F*lace,  IS^ew  York, 

MANUFACTURERS  OF 

"RACKAROCK.  " 

The  Only  Safe  High  Explosive.  It  Contains  No  Glycerine  or  Gun  Cotton.  Cheapest,  Best,  and  Strongest. 

Composed  of  two  ingredients,  shipped  and  kept  separate  until  required  for  use  at  the  worl:. 

No  Noxious  Gases,  No  Headache,  No  Nausea. 


On  account  of  its  safety  "  RACKAROCK"  was  successfully  used  in  blasting  the  drill  holes  for  removing  the  rock  in  sinking 
the  Caisson  Foundation  of  Pier  II.  of  the  Washington  Bridge,  New  York  City. 
For  Circulars  and  information,  address 

RENDROCK  POWDER  CO.,  23  Park  Place,  New  York, 


RAND  DRILL  COMPANY. 

23  PARK  PLACE,  NEW  YORK,  U.  S.  A., 

MANUFACTURERS  OF 


Rand  Rock  Drills 


AIR  COMPRKSSORS. 

THE    STANDARD   MACHINERY   FOR  MINES, 


Tunnels,  Caisson  Foundations,  and  all  Work  where 
Compressed  Air  is  Required. 

Used  in  the  Wesi  Point,  Weehawken,  Haverstmw,  Sidling  Hill,  Vosburg,  and  other  Tunnels. 

OVER  HALF  OF  THE  NEW  CROTON  AQUEDUCT  HAS  BEEN  DRIVEN  WITH 

RAND  DRILLS  AND  AIR  COMPRESSORS. 

THE  HIGHEST  AMERICAN  TUNNELING  RECORD. 

The  Rand  Drill  was  used  in  excavating  the  rock  for  the  foundation  of  the  Central  Pier  of  the  Washing- 
ton Bridge,  the  first  instance  when  rock  drills  were  employed  in  connection  with  the  sinking  of  caissons  ; 
also  removing  rock  for  the  approaches. 


/ 


1 


1 


HERBERT  STEWARD 

CONTRACTOR. 


Masonry  a  Specialty. 


OFRICE:  15  CORTIvANDT  STRKET,  ROOM  69, 
NEW  YORK  CITY. 


The  Trenton  Iron  Company, 

MANUFACTURERS  OF 

IRON  AND  STEEL  WIRE. 


OF  ALL  DESCRIPTIONS. 

PATENT  WIRE  ROPE  TRAMWAYS. 

(Bleichert  System.) 
Hoisting  and  Conveying  Plants  for  Quarries,  Open  Cut  Mines,  etc.,  etc. 
Special  Appliances  designed  and  constructed  for  removing  and  transporting  material. 
PATENT  LOCKED  WIRE  ROPE. 

WORKS  AND  OFFICE  AT  TRENTOH,  NEY/  JERSEY. 

NEW  YORK  OFFICE:    |     COOPER,    HEWITT    &  CO., 

I  17  BURLING  SLIP. 


C.  B,  HERROX,  Chairman. 


JNO.  C.  PORTER,  Sec'v  and  Treas. 


THE 

Spang  Steel  &  Iron  Co.,  Limited, 

MANUFACTURERS  OF 

.STEEL, 

BY   THE   OPEN-HEARTH    AND    THE  CLAPP-GRIFFITH 
PROCESSES. 

INGOTS,  BLOOMS,  BILLETS, 
UNIVERSAL    MILL    STEEL  PLATES; 
BRIDGE  AND  SHIP  PLATES, 

Round,  Square,  and  Flat  Machinery  Steel. 


SPECIALTY: 


Shkll,  Flange,  and  Fire-Box  Steel  for 

Stationary,  Portable,  and  Marine  Boilers 


QUALITY  GUARANTEED  EQUAL  TO  ANY  MADE. 

CORRESPONDENCE  SOLICITED. 


Office:  56, 68,  and  70  Sandusky  Street,  Allegheny,  Pa. 

p.  O.  Addrkss   PITTSBURGH,  PA. 


I 


The  Barber  Asphalt  Paving  Company 

/S  THE  OLDEST  AND  LARGEST  ASPHALT  PAVING  COM- 
P  A  N  Y  IN  THE  UNI  TED  S  TA  TES.    IT  HAS  LA  ID,  D  UR- 
ING  THE  LAST  THIR  TEEN  YEARS,  ASPHAL  T PA  YE- 
MEN TS  TO  THE  EXTENT  OE  OVER  5,000,000  SQUARE 
YARDS,    ON  713   STREETS;  IN  31  DIFEERENT 
CITIES   OF    THE  UNITED  STATES.    IT  HAS 
TAKEN  UP  WOOD,  STONE,  MACADAM,  AND 
OTHER  VARIETIES  OF  PAVEMENT,  TO  THE 
EXTENT  OF  1,075,218  SQUARE  YARDS,  AND 
RE  PL  A  CED  THEM  WITH  A  SPHA  L  T  IN 
THE  CITY  OF  BUFFALO  IT  HAS  LAID 
1,584,678  SQ  UA  RE  YARDS  OF  A  SPHAL  T 
PAVEMENT,     ON     198  STREETS 
AND  PARTS  OF  STREETS,  AND 
THEREBY    GIVEN  PRE-EMI- 
NENCE   TO    THE    CITY  OF 
BUFFALO,    WHICH  HAS  A 
LARGER  AREA  OF  GENU- 
INE   ASPHALT  PAVE- 
MENTS   THAN  ANY 
O  THER  CI  TYIN  THE 
WORLD. 


GENERAL  OFFICES: 

1  Broad-ay,  Ne\Y  York.  Le  Droit  Building,  Washington,  D.  C. 


THE    VOSBURG  TUNNEL, 

A  DESCRIPTION  OF  ITS  CONSTRUCTION. 
ILLUSTRATED  BY  72  ENGRAVINGS  AND  SEVERAL  MAPS. 

PUBLISHBD  WITH  THE  PERMISSION  OF  THE  LEHIOH  VALLEY  R.  K.  CO., 
BY  THE  AUTHOR, 

LEO  VON  ROSENBERG,  No.  35,  BROADWAY,  NEW  YORK. 


Price— Paper  Cover,  $1.00;  Cloth,  $1.40.  Postage  Paid. 


Geographical  Location  of  the  Vosburg  Tunnel — History  of  the  Pennsylvania  and  New  York 
Canal  and  Railroad — Transportation  over  the  Pennsylvania  and  New  York  Canal  and  Railroad — 
The  Surveying  Work  for  the  Tunnel — Alignment  and  Grade — Dimensions — Geology  and  Character 
of  the  Material — Machinery :  Air  Compressors,  Rock  Drills,  Hoisting  Engines,  Electric  Light,  Oil 
Torches,  Pumps,  etc. — Explosives,  etc. — Method  of  Tunneling — The  Headings:  System  of  Machine 
Drilling  employed  in  the  Headings  (the  American  or  Center-Cut  System),  Blasting  the  Center-Cut 
and  Side  Rounds,  Progress  Tables  of  Headings,  Quantities,  Averages,  Areas,  etc.,  Enlarging  the 
Heading  and  Removing  the  Bench — Blasting  Appliances :  Platinum  Fuse,  Blasting  Machine,  etc. — 
Timbering — Masonry :  Stone  and  Brick  Arching,  Side  Walls,  etc..  Brick  Tests,  Cement  and  Cement 
Tests — Centering — Portals — Drainage — Road-Bed  and  Track — General  Progress  of  Construction — 
Quantities  of  Excavation  and  of  Construction  ;  Averages  and  Areas — Cost  of  Tunnel — Contract 
Prices,  Labor  and  Wages — Accidents — Engineers — Contractors — Ventilation — System  of  Signaling 
— Regulations  for  Running  Trains — Number  of  Trains  passing  through  the  Tunnel  daily — Present 
Condition  of  the  Tunnel.   


Comments  of  the  Press  and  Opinions  of  Engineers. 

From  "  The  Engineer,"  London,  England : — "  This  is  a  large,  well  illustrated  brochure, 
descriptive  and  illustrative  of  the  methods  employed  in  the  construction  of  the  Vosburg  Tunnel. 

 The   account   of  the   tunnel   is  clearly  written  and  illustrated  with  exceedingly  good 

engravings  and  maps,  which  show  the  tunnel  in  various  stages  of  excavation  in  various  rocks,  the 

system  of  timbering,  drilling,  and  arrangement  of  the  drilling  and  firing  The  brochure  is  a 

well-printed  and  useful  account  of  tunneling  work." 

"Engineering,"  London,  England,  in  publishing  an  extract  from  the  work,  says  in  conclusion: 
— "  We  are  indebted  for  the  foregoing  particulars  and  the  accompanying  illustrations  to  an  extremely 
well  got  up  little  book  on  the  Vosburg  Tunnel,  written  by  Leo  Von  Rosenberg,  of  New  York." 

From  "  I ndiati  Engineering,"  Calcutta,  India  : — "  This  pamphlet  is  a  valuable  record  of  the 
construction  of  a  large  work  located  on  the  line  of  the  Pennsylvania  and  New  York  Canal  and  R.  R., 

Pennsylvania,  U.  S.  A  The    technical  details   furnished  are  very  full  and  replete  with 

interest.  The  description  is  illustrated  by  72  engravings  and  maps,  carefully  prepared  and  executed 
in  the  best  style  of  American  art.  The  publication  contains  much  matter  of  general  interest,  and 
should  find  a  wide  and  ready  sale  at  the  modest  price  of  one  dollar." 

From  the  "Engineering  News,"  New  York: — "We  should  be  glad  to  see  every  modern  en- 
gineering work  as  well  described  as  in  this  very  valuable  and  complete  account  of  the  construction 
of  one  of  the  newest  modern  tunnels.    The  tunnel  itself  had  many  interesting  features,  and  this 

book  gives  extremely  well  just  those  details  which  every  engineer  wishes  to  know  One  of 

the  most  admirable  features  of  this  work  is  the  full  way  in  which  it  describes  and  illustrates  just  how 
the  explosives  were  used.  The  contract  prices,  and  all  similar  details  of  that  nature,  are  also  given 
very  fully,  and  as  a  whole  the  work  is  undoubtedly  one  which  should  be  in  the  library  of  every 
engmeer.  We  cannot  now  give  as  full  details  from  the  volume  as  we  should  be  glad  to,  but  it  is  in 
every  way  creditable  to  the  author,  from  whom  it  can  be  obtained  direct  or  through  this  journal." 

FOR  COPIES,  ADDRESS 

LEO  VON  ROSENBERG,  No.  35,  BROADWAY,  NEW  YORK,  U.  S.  A. 
Price— Paper  Cover,  $i.oo;  Cloth,  $1.40;  Postage  Paid. 


H.  Stanley  Goodwin,  Pres.  Walter  G.  Berg,  Supt. 

m  mu  miii  mimm  iir 

PERTH  AMBOY,  N.  J. 
LUMBER,  PILING,  and  TIES,  treated  with  DEAD  OIL  of  COAL  TAR  (Creosote). 
CREOSOTED  LUMBER,  PILING,  AND  TIES  FURNISHED. 

DIRECT  WATER  AND  RAIL  COMMUNICATION. 

Capacity  400,000  feet  B.  M.  per  Month.    Cylinders  80  feet  long. 

This  process  is  the  only  one  known  to  be  absolutely  proof  against  the  destruction  of  marine  works  by  the  teredo,  and  is 
a  sure  preventive  against  rot  or  decay  of  timber  under  any  conditions. 
Creosote  Oil  is  not  dissolvable  in  water  like  metallic  salts  and  the  heavy  grades  made  from  coal  tar  will  not  wash  out  in  run- 
ning water.  Creosoting  with  COAL  TAR  CREOSOTE  under  high  pressure,  after  the  proper  desiccation  and  preparation  of 
the  timber,  is  not  a  new  patentkp  process.  Its  success,  when  well  done,  is  certain.  Introduced  in  England  over  fifty  years 
ago  and  since  thoroughly  tested  in  all  parts  of  the  world. 

OFFICE,  WASHIN&TON  STREET,  South  of  Gap,  JEESEY  CITY,  N.  J. 

R.  P.  &  J.  H.  STAATS, 

Civil  Engineers  &  Contractors, 

35  Broadway,  New  V^ork:, 

Builders  of  Docks,  Sheds,  Factories,  Bridge  Founda- 
tions, and  False  Work,  Trestles,  etc. 


THE  ARCHES  OF  THE  WASHINGTON  BRIDGE 

ARE  FASTENED  TO  THE  PIERS  WITH 

96  Expansion  Bolts,  2  in.  X  2  2un -No.  12.  \ 

the  best  f.\stening  ever  invented  for 
Bridge  Work,  Architectural  Iron  Work, 

Elevator.s,  Engine  Beds,  Vault  Lights, 

Fire  Escapes,  Cornices,  Railings,  Etc. 

SEND  for  catalogue  TO 


F.  H.  EVANS, 

PATENTEE  AND  SOLE  MANUFACTURER, 
B96  TO  614  KENT  AVE.,  BROOKLYN,  E.  D.,  NEW  YORK. 


THE  METALLURGY  OF  STEEL, 

BY    HliNKY    M..    HOWE,   A..WL  ,  S.B., 
Mining  and  Metallurgical  Engineer. 
ILLUSTRATED  WITH  MANY  ENGRAVINGS  AND  PLATES.     ROYAL  QUARTO,  PRICE  $10.00. 

Chapter  : 

XII.— The  Prevention  of  Blowholes  and  Pipes. 

XIII.- Structure  and  Related  Subjects. 

XIV —Cold  Working,  Hot  Working,  Welding. 
XV.  -Direct  Processes. 

XVI.— Charcoal  Hearth  Processes. 
XVII.— The  Crucible  Process. 

XVIII.— Apparatus  for  the  Bessemer  Process 


X. -Nitrogen,  Hydro 


I,  Carbonic  Oxide. 


II.— Anti-Rust  Coatings. 


—Lead-Quenching 

For  sale  by  LEO  VON  ROSENBERG,  No.  35,  Broadway,  New  York. 


Will  be  Published  about  May,  1891. 


NOTES 
RECONSTRUCTION 

MUSCONETCONG  TUNNEL. 


Engin, 


LOUIS  FOCHT, 
>i  Charge— Asst.  Engineer  L.  V.  R.  R.  Co. 


lustrated  by  many  Engravings  and  Folding  Plates. 


LEO  VON  ROSENBERG, 
No.  35,  Broadway,  New  York. 


AMERICAN  RAILROAD  BRIDGES. 

BY  THEODORE  COOPER,  M.  AM.  SOC.  C.  E. 
8vo,  60  Pages.    18  Folding  Plates;  8  Page  Illustrations  by  Phototype  Process;  Appendix  giving  Abstract 
of  Recent  Tests  on  Full  Size  Bridge  Members.    Price,  $2.00,  Cloth  Binding. 


Specifications  for  Iron  and  Steel  Railroad  Bridges,  $0.25 

Specifications  for  Iron  and  Steel  Highway  Bridges  0.25 

(Editions  of  1890.) 

For  sale  by 

LEO  VON  ROSENBERG, 

No.  35.  BROADWAY.  NEW  YORK. 


ALSEN'S  PORTLAND  CEMENT  WORKS. 

OF  HAMBURG,  GERMANY, 

If  Manufacturers  of  Portland  Cement, 

POST  BUILDING,  16  and  18  EXCHANGE  PLACE. 


Alsen's  Cement  is  the  highest  grade  Portland  Cement  made,  and  is  usually 
specified  by  the  most  prominent  civil  engineers  for  heavy  concrete  foundations, 
where  great  strength,  firmness,  and  uniformity  is  required.  The  Cement  has  been 
specified  and  used  in  the  foundation  and  piers  of  the  following  bridges,  and  many 
others  : 

PouGHKEEPSiE  BRIDGE,  Poughkeepsie,  N.  Y, 


Harlem  Bridge,  New  York. 
Plattsmouth  Bridge,  Plattsmouth,  Neb. 
Sioux  City  Bridge,  Sioux  City,  la. 
Omaha  Bridge,  Omaha,  Neb. 
Blair  Crossing  Bridge,  Blair  Crossing,  Neb. 


Cantilever  Bridge,  Niagara  Falls,  N.  Y. 
Bismarck  Bridge,  Bismarck,  N.  Dak. 
Memphis  Bridge,  Memphis,  Tenn. 
St.  Louis  Bridge,  St.  Louis,  Mo. 


Tests  made  under  Col.  D.  C.  Houston,  Corps  of  Engineers,  U.  S.  A.,  of 
Alsen's  Cement  used  for  sea  wall  around  Governor's  Island,  New  York  Harbor. 

Tensile  strength  per  square  inch,  i  day,  384  lbs.;  7  days,  600  lbs.;  30 days,  818  lbs. 


TH0.-\IAS  CHALMERS,  I'nst.  WM.  J.  (  HALM 

X.  II.  FKASKi;.  Mamigor.  TUGS.  SUTTON.  S,-, 


ERASER  &  CHALMERS, 


(INCORPORATED.) 


Mining  Machinery,  Steam  Engines,  Boilers, 

AND  MACHINERY  FOR  SYSTEMATIC 

Mining,  Smelting,  and  Concentration  of  Ores. 

PUMPING    MACHINERY,    HOISTING   ENGINES,    CABLE  WINDING 
MACHINERY  FOR  STREET  RAILWAYS. 

CONTR  A.CTORS'  SUPPLIES. 
General  OflBce  and  Works,    -  -  -  -    Fulton  and  Union  Streets,  Chicago,  111, 

BRANCH  OFFICES: 

NEW  YORK,  SALT  LAKE  CITY,  UTAH,  DENVER,  COLORADO,  JOHANNESBURG, 

Room  42,  No.  2  Wall  St.  7  West  Second  South  St.  1316  Eighteenth  St.  Transvaal,  South  Africa. 

LONDON,  ENGLAND,  LIMA,  PERU,  S.  A.,  CHIHUAHUA  CITY,  MEXICO,  TOKIO,  JAPAN, 

23  Bucklersbiiry,  E.  C.  Calle  Zarte,  No.  94.  No.  11  Calle  de  Juarez.  18  Ginza  Sanchome. 

HELENA,  MONTANA.  SHANGHAI,  CHINA. 


LIDGERWOOU  MANUFACTURING  CO., 

LARGEST   MANUFACTURERS  OF 

HOISTING  MACHINERY, 

OF  EVERY  DESCRIPTION, 

IN  THE  UNITED  STATES, 


Mines,  Contractors,  General  Tunnel  Works,  and  Hoisting  Purposes. 

Sinoie  Cylinder,  Improved  Patent 

FRICTION  DRUM 

Portal)le   Hoisting  Engine, 

SPECIALLY  ADAPTED  FOR 

Pile-Driving,    Kailroads,  Contractors, 
Builders,  Docks,  and  Quarries. 


feet  interchansi;eabi!ity 
our  customers,  even  at 
at  once  without  the 


Finished  parts  for  all  sizes  of  eng 
distance  of  several  hundreds  of  m 
delav  which  is  entailed  vvher 


ipanying   engraving  represents    our  Improved 
Patent  Fric  i  ion  Drum  Hoisting  Engine,  with  boiler 
and    fixtures    complete,    which  is 
adapted  for  all  general  hoisting  pur- 
poses, is  of  our  new  design,  made 
from  new    patterns,  and  embodies 
I  lie  results  of  many  years'  experience. 
I  licy  are  particularly  simple  in  de- 
sign and  construction,  and  are  prop- 
erly proportioned  throughout  in  ac- 
cordance with  their  cylinder  power. 
Only  the  best  quality  of  material  is 
used,  and  the  workmanship,  being 
done  on  special  tools  and  with  great 
absolutely  accurate,  as  all 
parts  are  made  to  gauge  on  the  dupli- 
part  system,  which  insures  per- 
are  always  kept  in  stock,  thus  enabling 
,  to  obtain  duplicate  parts  of  their  engines 
gines  are  purchased  of  local  makers. 


LIDGERWOOD  MANUFACTURING  CO., 

96    LIBERTY  STRKET, 
:isrEW  YOPe,K:. 

197-203  CONGRESS  STREET,  BOSTON.  34  &  36  WEST  MONROE  STREET,  CHICAGO. 

1-7  N.  FIRST  STREET,  PORTLAND,  OREGON. 


The  Oldest  and  Largest 

Manufacturers 
in  the  United  States  of 


NEW  YORK  BELTING  AND  PACKING  CO., 

Warehouse:  15  PARK  ROW,  NEW  YORK. 

In  Every  Form  Adapted  to  Mechanical  Purposes. 

RUBBER  BELTING 

FOR  MACHINERY, 

With  Smooth,  Metallic  Rubber  Surface. 

This  Company  has  manufactured  the  largest 
Belts  made  in  the  world  for  the  principal  eleva- 
tors at  Chicago,  Buffalo,  and  New  York. 
03RIGI]SrJtL  SOX^II> 

Vulcanite  Emery  Wheels, 

Large  Wheels  made  on  Cast-iron  Centre  if  desired. 
Cuts  cool  and  freely.    Beats  any  other  wheel  in  the  market 
in  this  respect.    Is  more  durable,  hence  cheaper.    A  trial  will  ^  ^ 
convince  you  of  this.    Moreover,  it  is  the  stron; 
wheel  made. 

SUPERIOR  HOSE  FOR  ROCK  DRILLS. 

Steam  and  Water  Hose,  Plain  and  Rubber  Lined. 
AIR  BRAKE  HOSE, 

PRONOUNCED  BY  WESTINGHOUSE  TO  BE  THE  BEST. 

Rubber  "Tkst"  Hose,  made  of  V'ulcanized  Para  Rubber  and  Carbonized 
Duck. 

Antiseptic,  for  the 
Mills,  Factories, 


PATENT  ELASTIC  RUBBER-BACK  SQUARE  PACKING.  f^p^ 

For  packing  the  piston-rods  and  valve  stems  of  Engin 
and  Pumps. 

Rubber   Office  Mats, 

Neat,  Clean,  and  Very  Durable. 

lew  loii  Belting  aiL  ^ 

Warehouse:  15  PARK  ROW  (Opp.  Astoi  II.uim)   M  W  \()Rk. 

JOHN  H.  CHEEVER,  Treasurer.  J.  D.  CHEEVER,  Deputy  Treasurer. 

Salesrooms  :  Chicago,  PhUadelphia,  Boston,  St.  Louis,  Cleveland,  Minneapolis,  Detroit,  Grand  Rapids,  Atlanta, 
San  Francisco. 


Washington  Bridge 

OVER  THE  HARLEM  RIVER,  AT  181ST  STREET,  NEW  YORK  CITY. 

A  DESCRIPTION  OF  ITS  CONSTRUCTION. 

BY 

WILLIAM  R.  HUTTON, 

CHIEF  ENGINEER, 

Member  of  the  American  Society  of  Civil  Engineers,  and  Societe  des  IngSnieurs  Civils  of  France. 
Member  of  the  Institution  of  Civil  Engineers. 


ILLUSTRATED 

WITH  TWENTY-SIX  ALBERTYPES,  AND  THIRTY-SEVEN  DOUBLE  AND  SINGLE  PAGE 
LITHOGRAPHS. 

ADDRESS  THE  PUBLISHER: 

LEO   VON  ROSENBERG, 

35,  BROADWAY,  NEW  YORK. 
PRICE  $8.00,  POST-PAID. 

LEO  YON  ROSENBERa, 

PUBLISHER, 

35,  BROADWAY,  NEW  YORK. 


Reports,  Monographs,  Books,  Maps,  in  every  Branch 
of  Enorineerincj. 

Drawings,  Engravings,  and  Lithographs  furnished  of 
every  description. 


WiJJ  describe  and  illustrate  Engineering  Works,  built  or  in 
course  of  construction,  for  publication. 


CORRESPONDENCE  SOLICITED. 


Established  1840. 

JACKSON'S  Hrchitecturhl  Iron  Works. 

Foundries  and  Shops,  East  28th  and  29th  Streets. 

Office,  3  1 5  East  2Sth  Street,  New  York  City. 

MANUFACTURERS  OF 

Structural  aid  Oiinieiital  Iron,  Brass,  anil  hm  WorL 


CONTRACTORS  FOR  THE 

Ornamental  Iron  and  Bronze  Work  of  the  Washington  Bridge, 

AND  THE  FOLLOWING  BUILDINGS: 

NEW  CRIMINAL  COURT  BUILDING. 

THIRD  AVE.  R.R.  CO.'S  NEW  CAR  STABLES. 
STATE,  WAR,  AND  NAVY  DEPARTMENT  BUILDING,  Washington,  D.  C. 
NEW  YORK  MERCANTILE  EXCHANGE.  PUCK  BUILDING. 

BLOOMINGDALE  BROS.  E.  RIDLEY  &  SONS. 

YOUNG  MEN'S  CHRISTIAN  ASSOCIATION,  Harlem. 
THE  UNIVERSAL,  Brooklyn. 

NEW  YORK  CATHOLIC  PROTECTORY,  Westchester,  N.  Y. 

POTTER  BUILDING.  SMITH,  GRAY  &  CO.,  Brooklyn. 

EXCELSIOR  STEAM  POWER  CO.  LOESER  BUILDING. 

TOWER  BUILDING. 

MARKET  AND  FULTON  NATIONAL  BANK. 
COHNFELD  BUILDING.        AMBERG  THEATRE.        PROGRESS  CLUB. 
AMERICAN  MUSEUM  OF  NATURAL  HISTORY. 
ROUSS  BUILDING.  LINCOLN  BUILDING. 


